Railway vehicle and manufacturing method thereof

Abstract

To secure the aesthetics of a vehicle body structure by suppressing the deformation of a side outer plate due to welding distortion.SOLUTION: In a side outer plate 25 of a railway vehicle 1, a first divided outer plate 321 and a second divided outer plate 331 adjacent to each other in the track direction are butt-welded. A first transverse bone 322 and a second transverse bone 332 extend in the track direction on the inner surface 321a of the first divided outer plate 321 and the inner surface 331a of the second divided outer plate 331. A support assembly 50 extends along a butt weld part 43A of the first divided outer plate 321 and the second divided outer plate 331 and supports the butt weld part 43A. The support assembly 50 has: an abutting plate 51 abutting on the inner surface 321a of the first divided outer plate 321 and the inner surface 331a of the second divided outer plate 331; a reinforcing member 52 disposed between the first transverse bones 322 and the second transverse bones 332 and supporting the abutting plate 51; and an inner plate 53 connected to the first transverse bone 322 and the second transverse bone 332 and supporting the reinforcing member 52.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present invention relates to a railway vehicle and a method for manufacturing a railway vehicle. [Background technology]

[0002] For example, Patent Document 1 discloses a railway car in which the side structure constituting the car body structure includes a side outer plate, which is formed by butt-welding a number of separate outer plates arranged in the track direction. To ensure strength, each separate outer plate has a cross beam extending in the track direction on the inner surface located on the inside of the car body structure.

[0003] In a railway vehicle, a column member is arranged along a butt welded portion of an adjacent first and second separate exterior plate. The column member is formed in a hat shape with flange portions provided at both ends of a U-shaped main body. With the main body of the column member arranged so as to support the first and second separate exterior plates from their inner surfaces, the flange portions are joined to the cross bones of the first and second separate exterior plates. When the first and second separate exterior plates are butt welded from the outside of the vehicle body structure, the column member supports the first and second separate exterior plates and suppresses distortion and deformation of the first and second separate exterior plates toward the inner surface. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2023-39706 A Summary of the Invention [Problem to be solved by the invention]

[0005] In the above-mentioned railway vehicle, only the flat body portion was placed at the butt joint between the first and second separate exterior plates, which became hot during welding. Therefore, during butt welding, the body portion softened due to the welding heat, and was distorted and deformed together with the first and second separate exterior plates. In addition, before butt welding the first and second separate exterior plates, the body portion was temporarily fixed to the first and second separate exterior plates by welding, so welding marks and welding distortion due to the temporary fixing of the body portion occurred on the side exterior plates. Therefore, there is room for improvement in technology that suppresses deformation of the side exterior plates due to welding distortion and ensures the aesthetic appearance of the vehicle structure. [Means for solving the problem]

[0006] One aspect of the technology that has been made to solve the above-mentioned problems is (1) a railway vehicle including a side structure that constitutes a side portion of a car body structure, and a side skin forming an outer surface of the side structure, the side skin being formed by butt-welding a first separate skin plate and a second separate skin plate that are adjacent to each other in a track direction, the first separate skin plate having a first cross bone extending in the track direction on an inner surface of an inner side of the car body structure, the second separate skin plate having a second cross bone extending in the track direction on an inner surface of an inner side of the car body structure, and a support assembly extending along the butt welded portion between the first separate skin plate and the second separate skin plate and supporting the butt welded portion from the inner side of the car body structure, the support assembly being configured to include an abutment plate abutting the inner surface of the first separate skin plate and the inner surface of the second separate skin plate, a reinforcing member disposed between the first cross bone and the second cross bone and supporting the abutment plate, and an inner plate connected to the first cross bone and the second cross bone and supporting the reinforcing member.

[0007] In the railcar having the above configuration, the support assembly extends along the butt welded portion, and the abutment plate abuts against the inner surface of the first separate exterior plate and the inner surface of the second separate exterior plate to support the butt welded portion from the inside of the vehicle body structure. Since the abutment plate is supported by the first cross frame and the second cross frame via the reinforcing member and the inner plate, even if the abutment plate is softened by welding heat when the first separate exterior plate and the second separate exterior plate are welded, the abutment plate is supported by the first cross frame and the second cross frame via the reinforcing member and the inner plate, and is positioned in a state of abutting against the first separate exterior plate and the second separate exterior plate, even if the abutment plate is not temporarily fastened by welding to the first separate exterior plate and the second separate exterior plate before the first separate exterior plate and the second separate exterior plate are butt welded. Therefore, no welding marks or welding distortion due to the temporary fastening of the abutment plate occurs on the side exterior plate. Therefore, according to a railway vehicle having the above configuration, deformation of the side outer plates due to welding distortion can be suppressed, and the aesthetic appearance of the vehicle body structure can be ensured.

[0008] (2) In the railway vehicle described in (1), it is preferable that the reinforcing member has an intermediate plate portion and a pair of side plate portions erected on both sides of the width of the intermediate plate portion, the intermediate plate portion being joined to the inner surface of the first divided outer plate and the inner surface of the second divided outer plate via the abutment plate, and the pair of side plate portions being joined to the inner plate.

[0009] In a railway vehicle having the above configuration, the butt weld is doubly supported by the abutment plate and the reinforcing member, so that the abutment plate is supported by the reinforcing member during welding and is less likely to deform. Therefore, with a railway vehicle having the above configuration, deformation of the side outer plates can be suppressed and the aesthetic appearance of the car body structure can be ensured.

[0010] (3) In the railway vehicle described in (2), it is preferable that the reinforcing member further includes a first flange portion, one of the pair of side plate portions being joined to the inner plate, and a second flange portion, the other of the pair of side plate portions being joined to the inner plate.

[0011] In a railway vehicle having the above configuration, the reinforcing member is joined to the inner plate via the first flange portion and the second flange portion, thereby increasing the joint area between the reinforcing member and the inner plate and increasing the joint strength. Therefore, even if a compressive load acts on the butt weld in the direction of the sleepers, for example, the joint between the reinforcing member and the inner plate is unlikely to break, and the support assembly can support the butt weld.

[0012] (4) In the railway vehicle described in (2), it is preferable that the reinforcing member further includes a first flange portion, one of the pair of side plate portions being connected to the first cross bone together with the inner plate, and a second flange portion, the other of the pair of side plate portions being connected to the second cross bone together with the inner plate.

[0013] In a railway vehicle having the above configuration, the reinforcing member is connected to the inner plate, the first cross beam, and the second cross beam via the first flange portion and the second flange portion, so that even if a load acts on the butt weld in the direction of the sleepers during a collision, for example, the reinforcing member is supported by the first cross beam, the second cross beam, and the inner plate and is unlikely to deform. Therefore, with a railway vehicle having the above configuration, it is possible to prevent the car body structure from breaking at the butt weld in the event of a collision, for example.

[0014] (5) In the railway vehicle described in any one of (2) to (4), it is preferable that the abutment plate has a plate thickness greater than that of the intermediate plate portion of the reinforcing member.

[0015] In a railway vehicle having the above configuration, the welding heat is not easily transferred from the abutment plate to the intermediate plate portion of the reinforcing member, so that the reinforcing member is prevented from being deformed during butt welding. Therefore, the railway vehicle having the above configuration can prevent the first and second separate outer plates from being deformed during butt welding.

[0016] (6) In the railway vehicle described in any one of (1) to (5), it is preferable that the vehicle has an internal reinforcing member disposed in an internal space formed between the reinforcing member and the inner plate and reinforcing the reinforcing member.

[0017] A railway vehicle having the above configuration can withstand, for example, a load acting in the direction of the sleeper on the butt weld during a collision not only by the reinforcing member but also by the internal reinforcing member, thereby suppressing deformation of the reinforcing member due to a collision and preventing the vehicle body structure from breaking at the butt weld.

[0018] Another aspect of the technique achieved to solve the above-mentioned problem is a manufacturing method for a railway car including a side structure constituting a side portion of a car body structure and having a side outer plate forming an outer surface of the side structure, the side outer plate having a first separate outer plate and a second separate outer plate adjacent to each other in a track direction, and a support assembly extending along a butt welded portion between the first separate outer plate and the second separate outer plate and supporting the first separate outer plate and the second separate outer plate from an inner side of the car body structure, a first cross frame extending in the track direction is joined to an inner surface of the first separate outer plate located on the inner side of the car body structure to form a first block, and a second cross frame extending in the track direction is joined to an inner surface of the second separate outer plate located on the inner side of the car body structure. a support assembly joining process of assembling the support assembly by joining an abutment plate and an inner plate via a reinforcing member; an arrangement process of adjacently arranging an end portion of the first separate outer plate constituting the first block and an end portion of the second separate outer plate constituting the second block and abutting the abutment plate against the inner surface of the first separate outer plate and the inner surface of the second separate outer plate along the adjacently arranged portion; a support assembly mounting process of connecting the inner plate to the first cross frame and the second cross frame, respectively; and a divided outer plate joining process of butt-welding the first separate outer plate and the second separate outer plate from the outside of the car body structure.

[0019] The manufacturing method for a railway vehicle having the above configuration, like the above (1), can suppress deformation of the side skin plates due to welding distortion and ensure the aesthetic appearance of the vehicle body. Furthermore, since the support assembly is assembled prior to butt welding and is joined to the first cross frame and the second cross frame during butt welding, there are no welding marks or welding distortion caused by welding the abutment plate to the first and second separate skin plates, and the aesthetic appearance of the vehicle body can be ensured. Effect of the Invention

[0020] According to the above configuration, deformation of the side outer plate due to welding distortion can be suppressed, and the aesthetic appearance of the vehicle body structure can be ensured. [Brief description of the drawings]

[0021] [Figure 1] FIG. [Diagram 2] 2 is a cross-sectional view taken along line AA in FIG. 1. [Diagram 3] 3 is a view taken along an arrow B in FIG. 2. [Figure 4] 3C is a cross-sectional view taken along line CC in FIG. [Diagram 5] FIG. 4 is a cross-sectional view taken along line D-D of FIG. [Figure 6] 4 is a cross-sectional view of FIG. 3 taken along line E-E. [Figure 7] 1A to 1C are diagrams illustrating an example of a manufacturing method for a railway vehicle. [Figure 8] FIG. 11 is a cross-sectional view corresponding to FIG. 2, illustrating the second embodiment. [Figure 9] FIG. 11 is a cross-sectional view corresponding to FIG. 2, illustrating a third embodiment. [Figure 10] FIG. 11 is a cross-sectional view corresponding to FIG. 2, illustrating the fourth embodiment. [Figure 11] FIG. 2 is a side view of an internal reinforcement member. [Figure 12] FIG. 3 is a cross-sectional view corresponding to FIG. 2, illustrating a modification of the first embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0022] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A railway vehicle having a side skin forming an outer surface of a vehicle body structure will be described in detail below with reference to the accompanying drawings.

[0023] (First embodiment) A railway vehicle 1 shown in FIG. 1 is made up of a vehicle body structure 2 and a bogie 3 that supports the vehicle body structure 2.

[0024] The vehicle body structure 2 is configured to form a hexahedron including an underframe 21 forming the floor of the railcar 1, a pair of gable body structures 24 erected at both ends of the underframe 21 in the track direction to form the coupling portion of the railcar 1, a pair of side body structures 22 erected at both ends of the underframe 21 in the sleeper direction to form the side portions of the railcar 1, and a roof body structure 23 joined to the upper ends of the gable body structure 24 and the side body structure 22 to form the roof portion of the railcar 1. The vehicle body structure 2 is also provided with a passenger entrance 4 and a window 6 leading to an interior passenger room. The railcar 1 in this embodiment is an intermediate car with couplers formed at both ends in the track direction, but is not limited to this and may be a leading car.

[0025] The side structure 22 has a side outer plate 25 that forms the outer surface of the vehicle structure 2. A window opening 251 for mounting a window 6 is formed in the side outer plate 25. In order to ensure manufacturability, the side structure 22 includes a first block 32, a second block 33, a third block 34, and a fourth block 35 that are arranged in the track direction and joined by butt welds 43A, 43B, and 43C. The first block 32, the second block 33, the third block 34, and the fourth block 35 include a first divided outer plate 321, a second divided outer plate 331, a third divided outer plate 341, and a fourth divided outer plate 351, respectively, which are butt welded to form the side outer plate 25.

[0026] The number of blocks constituting the side structure 22 and the division positions are not limited to this embodiment. For example, the number of blocks in the side structure 22 may be two, four or more. For example, the railway vehicle 1 may have passenger entrances 4 at both ends or in the center of the side structure 22. In this case, the side structure 22 may be divided at each passenger entrance 4. In this case, the side structure 22 may be further divided at positions corresponding to the windows 6.

[0027] The first to fourth blocks 32 to 35 are joined by the same block joining structure. Below, the block joining structure 5 joining the first block 32 and the second block 33 will be described with reference to Figures 2 to 6, and a description of the block joining structure joining the second block 33 and the third block 34 and the block joining structure joining the third block 34 and the fourth block 35 will be omitted. Figures 3 to 6 show the portion of the butt weld 43A below the window opening 251, but the upper side of the window opening 251 has the same structure, so a description thereof will be omitted.

[0028] 2, in the block connection structure 5, the butt welded portion 43A between the first separate outer plate 321 and the second separate outer plate 331 is supported from the inside of the vehicle body structure 2 by a support assembly 50. The support assembly 50 abuts against inner surfaces 321a, 331a of the first separate outer plate 321 and the second separate outer plate 331 located on the inside of the vehicle body structure 2.

[0029] As shown in Fig. 2 and Fig. 3, the first block 32 and the second block 33 have a first cross bone 322 and a second cross bone 332 extending in the track direction on inner surfaces 321a, 331a located on the inside of the vehicle body structure 2 of the first divided outer panel 321 and the second divided outer panel 331, respectively. As shown in Fig. 3, the first cross bones 322 and the second cross bones 332 are arranged at predetermined intervals in the height direction. In addition, the first block 32 and the second block 33 have vertical bones (not shown) extending in the height direction on the inner surfaces 321a, 331a. The first block 32 and the second block 33 ensure strength against compressive loads and tensile loads acting on the vehicle body structure 2 by these bone members.

[0030] A first separate outer plate 321 and a second separate outer plate 331 shown in FIG. 2 are made of stainless steel or the like, and are plate members having a plate thickness T11 of about 1.0 mm to 2.5 mm.

[0031] 3 and 4, the first cross frame 322 is made of a metal such as stainless steel or aluminum. The first cross frame 322 is hat-shaped and has a bent portion 322b formed in a U-shape and a pair of flange portions 322a, 322a provided at both ends of the bent portion 322b. The pair of flange portions 322a of the first cross frame 322 are joined to an inner surface 321a of the first separate outer plate 321, thereby supporting the first separate outer plate 321.

[0032] Like the first block 32, the second block 33 supports the second separate outer panel 331 by joining a pair of flange portions 332a, 332a provided at both ends of the bent portion 332b of the second cross frame 332 to the inner surface 331a of the second separate outer panel 331.

[0033] 2 and 3, the first block 32 and the second block 33 are arranged such that the end of each first cross bone 322 and the end of each second cross bone 332 are disposed at a position away from the butt welded portion 43A. Therefore, the adjacent first cross bone 322 and the adjacent second cross bone 332 are disposed with a predetermined arrangement distance W11 therebetween, and a gap S is formed between the first cross bone 322 and the second cross bone 332.

[0034] The support assembly 50 has a contact plate 51, a reinforcing member 52, and an inner plate 53, and extends along the butt welded portion 43A. The support assembly 50 is joined to the first cross frame 322 and the second cross frame 332 while being inserted into the gap S. The contact plate 51, the reinforcing member 52, and the inner plate 53 are formed of the same metal, such as stainless steel or aluminum.

[0035] 2, 3, and 6, the abutment plate 51 is a flat plate material that abuts against the inner surface 321a of the first separate outer plate 321 and the inner surface 331a of the second separate outer plate 331. As shown in Fig. 2 and Fig. 3, the abutment plate 51 has a size that covers and hides the butt welded portion 43A between the first separate outer plate 321 and the second separate outer plate 331. The abutment plate 51 has a width W1 in the track direction that is smaller than the arrangement interval W11 between the first cross frame 322 and the second cross frame 332, and has a size that allows it to be spanned across the first separate outer plate 321 and the second separate outer plate 331.

[0036] 2, the reinforcing member 52 has a U-shaped cross section taken in a direction perpendicular to the longitudinal direction. The reinforcing member 52 includes a flat intermediate plate portion 521 and a pair of side plate portions 522, 523 extending upright from both widthwise ends of the intermediate plate portion 521 toward the inside of the vehicle.

[0037] 3 and 6, the reinforcing member 52 is disposed between the first cross frame 322 and the second cross frame 332 along the butt weld 43A, and supports the abutment plate 51. The reinforcing member 52 has an intermediate plate portion 521 welded to the abutment plate 51.

[0038] 2, the reinforcing member 52 has a width W2 in the track direction smaller than the arrangement interval W11 between the first cross bone 322 and the second cross bone 332 and equal to or larger than the width W1 of the abutment plate 51. The reinforcing member 52 has a depth dimension D1 in the sleeper direction set to a value obtained by subtracting the plate thickness T1 of the abutment plate 51 from the dimension D11 (depth dimension of the gap S) of the first cross bone 322 and the second cross bone 332 in the sleeper direction. Thus, the reinforcing member 52 is arranged such that, when the intermediate plate portion 521 abuts against the abutment plate 51, the ends of the pair of side plate portions 522, 523 are positioned substantially at the same position in the sleeper direction as the surfaces of the bent portions 322b, 332b of the first and second cross bones 322, 332 on the vehicle inner side.

[0039] 2 and 3, the inner plate 53 is a flat plate material that extends along the butt welded portion 43A, is joined to the first cross frame 322 and the second cross frame 332, and supports the reinforcing member 52. The inner plate 53 has a size capable of covering the gap S formed between the first cross frame 322 of the first separate outer plate 321 and the second cross frame 332 of the second separate outer plate 331.

[0040] As shown in Figures 2 and 5, the inner plate 53 is respectively connected to the bent portion 322b of the first cross bone 322 and the bent portion 332b of the second cross bone 332, and further connected to the vehicle inner side ends of a pair of side plate portions 522, 523 of the reinforcing member 52.

[0041] As shown in Figs. 3 and 5, the inner plate 53 has a total length extending from the bent portions 322b, 332b of the first and second cross bones 322 and 332 arranged at the top to the lower ends in the height direction of the bent portions 322b, 332b of the first and second cross bones 322 and 332 arranged at the bottom at the butt welded portion 43A. The reinforcing member 52 supported by the inner plate 53 has the same total length as the inner plate 53. The total length of the reinforcing member 52 and the inner plate 53 is shorter than that of the abutting plate 51, and both ends not supported by the first and second cross bones 322 and 332 are cut. As a result, both ends of the abutting plate 51 are arranged flush with the flange portions 322a, 332a of the first and second cross bones 322 and 332, respectively, and the side beams arranged at the ends of the underframe 21 in the sleeper direction can be welded to the flange portions 322a, 332a.

[0042] In the present embodiment, the inner plate 53 has holes 531 formed at positions corresponding to the bent portions 322b, 332b of the first cross bone 322 and the second cross bone 332. The inner plate 53 is plug-welded to the first cross bone 322 and the second cross bone 332 using the holes 531. Note that the method of joining the inner plate 53 is not limited to plug welding, and other welding methods such as fillet welding and spot welding may be used. Also, the inner plate 53 may be joined by a method other than welding, such as fixing with screws.

[0043] In this embodiment, the plate thickness T1 of the abutment plate 51, the plate thickness T2 of the reinforcing member 52, and the plate thickness T3 of the inner plate 53 are set to be the same as the plate thickness T11 of the first divided outer plate 321 and the second divided outer plate 331. In contrast, the plate thickness T1 of the abutment plate 51 may be larger than the plate thickness T52 of the reinforcing member 52. According to this, when the first divided outer plate 321 and the second divided outer plate 331 are welded from the outer surfaces 321b, 331b located on the outside of the vehicle body structure 2, welding heat is less likely to be transmitted from the abutment plate 51 to the reinforcing member 52, so that the reinforcing member 52 can stably support the abutment plate 51.

[0044] Next, a description will be given of the process of joining the blocks 32 to 35. As shown in Fig. 7, the support assembly 50 is assembled by previously welding the abutment plate 51 and the intermediate plate portion 521 of the reinforcing member 52, and welding the pair of side plate portions 522, 523 of the reinforcing member 52 to the inner plate 53.

[0045] The first block 32 is assembled by joining the first separate outer panel 321 and the first cross frame 322. The second block 33 is assembled by joining the second separate outer panel 331 and the second cross frame 332. Similarly, the third block 34 and the fourth block 35 are assembled.

[0046] For example, when joining the first block 32 and the second block 33, first, the first block 32 and the second block 33 are aligned in the track direction, and the first divided outer plate 321 and the second divided outer plate 331 are adjacent to each other. At this time, the camber of the side structure 22 may also be adjusted.

[0047] The first block 32 and the second block 33 have a gap S between the first cross bone 322 and the second cross bone 332. The support assembly 50 has an abutment plate 51 and a reinforcing member 52 inserted into the gap S, so that the abutment plate 51 abuts against the inner surface 321a of the first separate outer plate 321 and the inner surface 331a of the second separate outer plate 331. In this state, the position of the support assembly 50 in the height direction is adjusted so that the hole 531 of the inner plate 53 overlaps with the bent portion 322b of the first cross bone 322 and the bent portion 332b of the second cross bone 332.

[0048] The inner plate 53 is plug-welded to the first cross frame 322 and the second cross frame 332, respectively, using each hole 531. As a result, even if the abutment plate 51 is not temporarily fastened by welding to the first separate outer plate 321 and the second separate outer plate 331, the abutment plate 51 can be maintained in abutment against the inner surface 321a of the first separate outer plate 321 and the inner surface 331a of the second separate outer plate 331 by being supported by the first cross frame 322 and the second cross frame 332 via the reinforcing member 52 and the inner plate 53.

[0049] Thereafter, the first and second separate outer plates 321 and 331 are joined by arc welding at the butt weld 43A from the outer surfaces 321b and 331b. At this time, the abutment plate 51 of the support assembly 50 abuts against the inner surfaces 321a and 331a of the first and second separate outer plates 321 and 331. In other words, the abutment plate 51 is disposed immediately behind the butt weld 43A. Therefore, the abutment plate 51 prevents the joint portion between the first and second separate outer plates 321 and 331 from burning through during arc welding.

[0050] The abutment plate 51 is in contact with the reinforcing member 52 on a surface opposite to the surface where the first separate outer plate 321 and the second separate outer plate 331 abut, and is supported by the first cross frame 322 and the second cross frame 332 via the reinforcing member 52 and the inner plate 53. Therefore, even if the welding heat is transmitted from the first separate outer plate 321 and the second separate outer plate 331 to the abutment plate 51, it is difficult for it to be transmitted to the reinforcing member 52.

[0051] Therefore, for example, even if the abutment plate 51 is heated by welding heat and tends to deform, the reinforcing member 52 does not deform and can support the abutment plate 51. Therefore, when the first separate outer plate 321 and the second separate outer plate 331 are welded from the outer surfaces 321b, 331b sides, deformation toward the inner surfaces 321a, 331a sides is suppressed, so that the aesthetic appearance of the vehicle body structure 2 can be ensured.

[0052] Furthermore, the support assembly 50 is preassembled by welding the abutment plate 51, the reinforcing member 52, and the inner plate 53, and is joined to the first cross frame 322 and the second cross frame 332, with the abutment plate 51 being supported by the reinforcing member 52 and the inner plate 53. Therefore, there is no need to weld the abutment plate 51 to the first separate outer plate 321 and the second separate outer plate 331 by spot welding or the like, in addition to the butt welded portion 43A, and no welding marks or welding distortion are generated in the side outer plate 25, so that the aesthetic appearance of the car body structure 2 can be ensured.

[0053] Furthermore, since there is no need to weld the abutment plate 51 to the first separate outer plate 321 and the second separate outer plate 331, the first block 32 and the second block 33 can be arranged such that the end of the first cross frame 322 and the end of the second cross frame 332 are closer to the butt welded portion 43A than in the case where the abutment plate 51 is welded to the first separate outer plate 321 and the second separate outer plate 331. This makes it possible to narrow the arrangement interval W11 between the first cross frame 322 and the second cross frame 332, and to reduce the gap S. In the first block 32 and the second block 33, the area where the first separate outer plate 321 and the second separate outer plate 331 are supported by the first cross frame 322 and the second cross frame 332, respectively, is increased, improving the strength against compressive deformation and tensile deformation.

[0054] In the same manner as above, the second block 33 and the third block 34 are joined together, and the third block 34 and the fourth block 35 are joined together to assemble the side structure 22. The order in which the blocks 32 to 35 are joined together may be different from that in this embodiment. When the second block 33 and the third block 34 are joined together, the second separate outer plate 331 is an example of the "first separate outer plate", the third separate outer plate 341 is an example of the "second separate outer plate", and the cross bones joined thereto are an example of the "first cross bone" and the "second cross bone". When the third block 34 and the fourth block 35 are joined together, the third separate outer plate 341 is an example of the "first separate outer plate", the fourth separate outer plate 351 is an example of the "second separate outer plate", and the cross bones joined thereto are an example of the "first cross bone" and the "second cross bone".

[0055] The side structure 22 assembled in this manner is assembled together with the underframe 21, the gable structure 24, and the roof structure 23 to form the vehicle structure 2. The bogie 3 is attached to the underframe 21, and the railway vehicle 1 is assembled.

[0056] In the railcar 1 manufactured in this manner, the inner plate 53 of the support assembly 50 is stretched across the first cross frame 322 and the second cross frame 332, and is firmly joined to the first cross frame 322 and the second cross frame 332 by plug welding. Therefore, even if a load acts on the butt welded portion 43A in the direction of the sleepers during a vehicle collision, for example, the inner plate 53 suppresses deformation of the abutment plate 51 and the reinforcing member 52, so that the support assembly 50 can continue to support the butt welded portion 43A. Therefore, the railcar 1 can be prevented from breaking at the butt welded portion 43A during a collision.

[0057] Moreover, since the pre-assembled support assembly 50 supports the butt welded portion 43A, the first cross frame 322 and the second cross frame 332 can be arranged close to each other at the butt welded portion 43A. This narrows the arrangement interval W11 between the first cross frame 322 and the second cross frame 332, thereby reducing the gap S. Therefore, for example, when a load acts on the butt welded portion 43A in the direction of the sleepers during a collision, the first separate outer plate 321 and the second separate outer plate 331 are less likely to deform near the butt welded portion 43A, and fracture of the vehicle body structure 2 at the butt welded portion 43A can be suppressed.

[0058] As described above, in the railway vehicle 1 of this embodiment, the support assembly 50 extends along the butt weld 43A, and the abutment plate 51 abuts against the inner surface 321a of the first separate outer plate 321 and the inner surface 331a of the second separate outer plate 331 to support the butt weld 43A from the inside of the vehicle bodywork 2. The abutment plate 51 is supported by the first cross frame 322 and the second cross frame 332 via the reinforcing member 52 and the inner plate 53, so that even if the abutment plate 51 is softened by welding heat when the first separate outer plate 321 and the second separate outer plate 331 are welded together, deformation is suppressed by the reinforcing member 52 and the inner plate 53. Even if the abutment plate 51 is not temporarily fastened by welding to the first separate outer plate 321 and the second separate outer plate 331 before the first separate outer plate 321 and the second separate outer plate 331 are butt-welded together, the abutment plate 51 is supported by the first cross frame 322 and the second cross frame 332 via the reinforcing member 52 and the inner plate 53, and is arranged in a state of abutting against the first separate outer plate 321 and the second separate outer plate 331. Therefore, no welding marks or welding distortion due to the temporary fastening of the abutment plate 51 is generated in the side outer plate 25. Therefore, according to the railway car 1 of this embodiment, it is possible to ensure the aesthetic appearance of the car body structure 2 by suppressing deformation of the side outer plate 25 due to welding distortion.

[0059] In the railway vehicle 1 of this embodiment, the butt welded portion 43A is doubly supported by the abutment plate 51 and the intermediate plate portion 521 of the reinforcing member 52, and therefore the abutment plate 51 is supported by the reinforcing member 52 during welding and is unlikely to deform. Therefore, according to the railway vehicle 1 of this embodiment, deformation of the side outer plate 25 can be suppressed and the aesthetic appearance of the car body structure 2 can be ensured.

[0060] The support assembly 50 is disposed on the inner side of the car body structure 2 relative to the side outer plate 25, and cannot be seen from the outside after the car body structure 2 is assembled. Therefore, even if the support assembly 50 has welding marks, welding distortion, fixing screws, or the like, it does not affect the aesthetic appearance of the car body structure 2.

[0061] Second embodiment Next, a second embodiment of the railway vehicle will be described with reference to Fig. 8. The railway vehicle of the second embodiment is provided with a block connection structure 105 that supports the butt weld 43A by a support assembly 150 using a reinforcing member 152 having first and second flange portions 152a, 152b. This point differs from the railway vehicle 1 of the first embodiment that is provided with a block connection structure 5 that supports the butt weld 43A by a support assembly 50 using a reinforcing member 52 that does not have flange portions. Here, the points that differ from the first embodiment will be described, and configurations that are common to the first embodiment will be designated by the same reference numerals as the first embodiment in the drawings, and descriptions thereof will be omitted as appropriate.

[0062] The width of the U-shaped portion of the reinforcing member 152 inserted into the gap S is smaller than that of the first embodiment. The reinforcing member 152 has a first flange portion 152a extending from the vehicle inner end of one side plate portion 522 toward one side in the track direction (the first cross bone 322 side) substantially parallel to the inner plate 53, and a second flange portion 152b extending from the vehicle inner end of the other side plate portion 523 toward the other side in the track direction (the second cross bone 332 side) substantially parallel to the inner plate 53. The reinforcing member 152 has the first flange portion 152a and the second flange portion 152b joined to the inner plate 53. In this embodiment, the joining method is plug welding, but may be other welding methods or may be a joining method other than welding, such as screw fixing.

[0063] In such a railway vehicle, reinforcing member 152 is joined to inner plate 53 via first flange portion 152a and second flange portion 152b, thereby increasing the joint area between reinforcing member 152 and inner plate 53 and increasing the joint strength. Therefore, even if a load acts on butt weld 43A in the sleeper direction, the joint between reinforcing member 152 and inner plate 53 is unlikely to break, and support assembly 150 can support the butt weld.

[0064] Third embodiment Next, a third embodiment of the railway vehicle will be described with reference to Fig. 9. The railway vehicle of the third embodiment is provided with a block connection structure 205 that supports the butt welded portion 43A by a support assembly 250 using a reinforcing member 252 that is connected to the first cross frame 322 and the second cross frame 332. This point differs from the railway vehicle 1 of the first embodiment that is provided with a block connection structure 5 that supports the butt welded portion 43A by a support assembly 50 using a reinforcing member 52 that is not connected to the first cross frame 322 and the second cross frame 332. Here, the points that differ from the first embodiment will be described, and the configurations that are common to the first embodiment will be designated by the same reference numerals in the drawings as in the first embodiment, and the description will be omitted as appropriate.

[0065] The reinforcing member 252 has a first flange portion 252a provided on one side plate portion 522 and a second flange portion 252b provided on the other side plate portion 523. The reinforcing member 252 has the first flange portion 252a joined to the first cross bone 322 together with the inner plate 53, and the second flange portion 152b joined to the second cross bone 332 together with the inner plate 53. The first flange portion 252a and the second flange portion 252b are provided with plug welding holes 252c, 252d at positions corresponding to the hole 531 of the inner plate 53. The joining method is plug welding in this embodiment, but may be other welding or a joining method other than welding, such as screw fixing.

[0066] In such a railway vehicle, the support assembly 250 is assembled by joining the abutment plate 51, the reinforcing member 252, and the inner plate 53. At this time, the first flange portion 252a and the second flange portion 252b are joined to the inner plate 53 in a state in which the hole 252c of the first flange portion 252a and the hole 252d of the second flange portion 252b are aligned with the hole 531 of the inner plate 53.

[0067] The support assembly 250 inserts the abutment plate 51 and the reinforcing member 252 into the gap S, and connects the first flange portion 252a and the second flange portion 252b together with the inner plate 53 to the first cross frame 322 and the second cross frame 332 by plug welding using the holes 252c, 252d, and 531. Thereafter, the first separate outer plate 321 and the second separate outer plate 331 are welded together.

[0068] As a result, even if a load acts on butt welded portion 43A in the sleeper direction during a collision, the railway vehicle of this embodiment is not easily deformed because reinforcing member 252 is supported by first cross beam 322, second cross beam 332, and inner plate 53. Therefore, according to the railway vehicle of this embodiment, it is possible to prevent breakage of car body structure 2 at butt welded portion 43A during a collision, for example.

[0069] (Fourth embodiment) Next, a fourth embodiment of the railway vehicle will be described with reference to Figures 10 and 11. As shown in Figure 10, the railway vehicle of the fourth embodiment has a block connection structure 305 that supports the butt weld 43A using a support assembly 350 in which a reinforcing member 252 is reinforced by an internal reinforcing member 311. This point differs from the railway vehicle 1 of the third embodiment that includes a block connection structure 205 that supports the butt weld 43A by a support assembly 250 in which a reinforcing member 252 is not reinforced. Here, the points that differ from the third embodiment will be described, and configurations that are common to the third embodiment will be denoted by the same reference numerals in the drawings as in the third embodiment, and descriptions thereof will be omitted as appropriate.

[0070] The internal reinforcing member 311 is disposed in the internal space S1 formed between the reinforcing member 252 and the inner plate 53 in a state of contact with the inner peripheral surface of the reinforcing member 252 and the inner plate 53, and reinforces the reinforcing member 252.

[0071] 10, the internal reinforcing member 311 is L-shaped and has a substantially rectangular reinforcing plate portion 312 and a joint portion 313 that is bent from an end portion of the reinforcing plate portion 312 on the vehicle interior side so as to follow the inner plate 53. As shown in Fig. 11, the reinforcing plate portion 312 has cutout portions 314 formed by cutting out corner portions located on both sides of the side opposite to the side on which the joint portion 313 is provided.

[0072] The support assembly 350 is assembled as follows. The internal reinforcing member 311 is inserted between the pair of side plate portions 522, 523 from the side where the cutout portions 314 are provided at both ends. At this time, since the positions corresponding to the corners of the reinforcing member 252 are cut out by the cutout portions 314, the internal reinforcing member 311 can be inserted into the internal space portion S1 up to the position where it abuts against the intermediate plate portion 521 of the reinforcing member 252.

[0073] In the reinforcing member 252, the internal reinforcing members 311 are disposed at positions corresponding to the first cross bone 322 and the second cross bone 332 adjacent in the track direction, and are joined by welding. The joining method may be a method other than welding, such as fixing with screws.

[0074] The reinforcing member 252 has an abutment plate 51 joined to the intermediate plate portion 521. Furthermore, the inner plate 53 is joined to the first and second flange portions 252a, 252b and the joint portion 313 of the internal reinforcing member 311 in a state where the holes 531 are aligned with the holes 252c, 252d formed in the first and second flange portions 252a, 252b, respectively. The joining method may be welding or a method other than welding. The support assembly 350 is joined to the first cross bone 322 and the second cross bone 332, similarly to the support assembly 250 of the third embodiment.

[0075] In a railway vehicle of this embodiment, for example, during a collision, a load acting in the direction of the sleeper on the butt weld 43A can be supported not only by the reinforcing member 252 but also by the internal reinforcing member 311. This suppresses deformation of the reinforcing member 252 due to a collision and prevents the vehicle body 2 from breaking at the butt weld 43A.

[0076] The above embodiment is merely illustrative and does not limit the present invention. Therefore, the present invention can be modified and improved in various ways without departing from the scope of the present invention. For example, as shown in FIG. 12, the support assembly 50 may be configured such that the intermediate plate portion 521 is joined to the inner plate 53, and the pair of side plate portions 522, 523 are joined to the abutment plate 51. In this case, the pair of side plate portions 522, 523 are joined to the abutment plate 51 so as to be disposed on both sides of the butt welded portion 43A. In this way, the pair of side plate portions 522, 523 of the reinforcing member 52 support the abutment plate 51 at symmetrical positions across the butt welded portion 43A, and the abutment plate 51 can be prevented from being deformed together with the first and second divided outer plates 321 and 331, thereby ensuring the aesthetic appearance of the vehicle body structure 2. [Explanation of symbols]

[0077] 1. Railway vehicles 2 Vehicle structure 22 Side structure 25 Side shell 43A butt weld 50 Support Assembly 51 Contact plate 52 Reinforcement member 53 Inner plate 321 First separate outer panel 321a Inside 322 First transverse bone 331 Second separate outer panel 331a Inside 332 Second transverse bone

Claims

1. A railway vehicle having a side structure constituting a side portion of a vehicle structure and having a side outer plate forming an outer surface of the side structure, The side outer plate is formed by butt-welding a first divided outer plate and a second divided outer plate that are adjacent to each other in the track direction, the first separate outer panel includes a first cross frame extending in a track direction on an inner surface on an inner side of the car body structure, and the second separate outer panel includes a second cross frame extending in a track direction on an inner surface on an inner side of the car body structure, a support assembly extending along a butt welded portion between the first separate outer plate and the second separate outer plate and supporting the butt welded portion from an inner side of the vehicle body structure, The support assembly includes: a contact plate that contacts the inner surface of the first separate outer plate and the inner surface of the second separate outer plate; a reinforcing member disposed between the first cross bone and the second cross bone and supporting the abutment plate; an inner plate connected to the first cross frame and the second cross frame and supporting the reinforcing member; having A railway vehicle configured as follows.

2. 2. The railway vehicle according to claim 1, The reinforcing member has an intermediate plate portion and a pair of side plate portions erected on both sides in a width direction of the intermediate plate portion, the intermediate plate portion being joined to the inner surface of the first divided outer plate and the inner surface of the second divided outer plate via the abutment plate, and the pair of side plate portions being joined to the inner plate. A railway vehicle configured as follows.

3. 3. The railway vehicle according to claim 2, The reinforcing member further includes a first flange portion where one of the pair of side plate portions is joined to the inner plate, and a second flange portion where the other of the pair of side plate portions is joined to the inner plate. A railway vehicle configured as follows.

4. 3. The railway vehicle according to claim 2, The reinforcing member further includes a first flange portion at one of the pair of side plate portions that is coupled to the first transverse bone together with the inner plate, and a second flange portion at the other of the pair of side plate portions that is coupled to the second transverse bone together with the inner plate. A railway vehicle configured as follows.

5. In the railway vehicle according to any one of claims 2 to 4, The abutment plate has a plate thickness greater than that of the intermediate plate portion of the reinforcing member. A railway vehicle configured as follows.

6. In the railway vehicle according to any one of claims 1 to 4, an internal reinforcing member disposed in an internal space formed between the reinforcing member and the inner plate and reinforcing the reinforcing member; A railway vehicle configured as follows.

7. A method for manufacturing a railway vehicle including a side structure constituting a side portion of a vehicle structure and having a side outer plate forming an outer surface of the side structure, comprising: the side outer plate includes a first divided outer plate and a second divided outer plate arranged adjacent to each other in a track direction, and a support assembly extending along a butt welded portion between the first divided outer plate and the second divided outer plate to support the first divided outer plate and the second divided outer plate from an inner side of the car body structure, a block assembling process of joining a first cross frame extending in a track direction to an inner surface of the first separate outer panel located on the inside of the car body structure to form a first block, and joining a second cross frame extending in the track direction to an inner surface of the second separate outer panel located on the inside of the car body structure to form a second block; a support assembly joining process for assembling the support assembly by joining the abutment plate and the inner plate via a reinforcing member; an arrangement process in which an end portion of the first separate outer plate constituting the first block and an end portion of the second separate outer plate constituting the second block are arranged adjacent to each other, and the abutment plate is brought into contact with the inner surface of the first separate outer plate and the inner surface of the second separate outer plate along the adjacent arrangement portion; a support assembly mounting step of connecting the inner plate to the first cross frame and the second cross frame, respectively; and a divided outer plate joining step of butt-welding the first divided outer plate and the second divided outer plate from the outside of the car body structure.

Images