Railway vehicle and method for manufacturing the same

Abstract

To provide a railway vehicle provided with a body structure having a butting joint which can continuously butt and weld a plurality of single skin shapes (including those partially having double skin structures) arranged side by side while suppressing the occurrence of misalignment between surface plate parts and which can reduce the number of preparation steps and the number of welding steps, and a method for manufacturing the same.SOLUTION: A railway vehicle 10 comprises a body structure DW including a plurality of single skin shapes 1S partially having double skin structures 1W formed by connecting the other surface plate part 1b facing one surface plate part 1a by a web part 1c or a plurality of single skin shapes 1SB composed of one surface plate part, and a butting joint 2 for butting and welding the single skin shapes at the width ends HT of one surface plate part. The butting joint includes a butting welding part 21 that welds the width ends of one surface plate part, and a fitting part 22 that fits together thickness-increasing parts NA formed at the width ends of one surface plate part. The butting welding part and the fitting part are formed adjacent to each other in the plate thickness direction of one surface plate part.SELECTED DRAWING: Figure 6

Description

[Technical Field]

[0001] The present invention relates to a railway vehicle and a manufacturing method thereof, and more particularly to a railway vehicle having a body structure with a butt joint in which face plate portions are butt-welded together, and a manufacturing method of such a railway vehicle. [Background technology]

[0002] In recent years, in order to achieve both weight reduction and high rigidity in the body structure, railway vehicles have been adopted that have a double-skin structure in which two opposing face panels are connected by a web section. In such railway vehicle bodies, multiple double-skin extrusions are equipped with butt joints in which the widthwise ends of two opposing face panels are butted together and welded along the extrusion direction of the profiles. The above-mentioned butt joints are prone to unevenness (leveling) in the thickness direction of the face panels when set before welding. To suppress this unevenness, external mechanical restraint has been required. However, because it can be difficult to mechanically restrain each of the multiple butt joints individually, measures to reduce the unevenness of the face panels using the butt joints themselves have been investigated.

[0003] In this regard, for example, Patent Document 1 discloses a railway vehicle 100 having a body structure having butt joints 102 in which widthwise ends of two opposing face plate portions 101 are butted together and friction stir welded, and fitting portions 104 that protrude from web portions 103 connecting the two face plate portions 101 and fit together, as shown in Figure 12. In this railway vehicle 100, the fitting portions 104 restrict misalignment of the face plate portions 101 in the plate thickness direction, and can suppress misalignment between the face plate portions 101 at each butt joint 102 in multiple double-skin extruded profiles. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Laid-Open No. 2016-117076 Summary of the Invention [Problem to be solved by the invention]

[0005] However, the railway vehicle 100 of Patent Document 1 has the following problem. In general, the strength required for the body structure of the railway vehicle 100 varies depending on the location, and there are some locations that do not necessarily require a double-skin structure in which two opposing face plates are connected by a web. In such locations, in order to further reduce the weight of the body structure and the welding man-hours, single-skin extrusions partially incorporating a double-skin structure, or single-skin extrusions consisting of one face plate, may be butt-welded together.

[0006] However, single-skin sections (including those partially having a double-skin structure) cannot be provided with fitting portions that protrude from the web portion and fit together, as in Patent Document 1. Furthermore, in single-skin sections (including those partially having a double-skin structure), each face plate extends independently in the width direction, making warping at the widthwise end of the face plate more likely to occur. Therefore, in the past, when butt-welding three or more single-skin sections at their widthwise ends, a method was used to prevent misalignment between the face plates. First, two single-skin sections were lined up in parallel and butt-welded while restraining the widthwise end, and then the next single-skin section was added and butt-welded. Therefore, it was not possible to line up multiple single-skin sections and butt-weld them continuously while preventing misalignment between the face plates, resulting in increased setup and welding man-hours.

[0007] The present invention has been made to solve such problems, and aims to provide a railway vehicle with a structure having a butt joint that can be made by arranging multiple single-skin sections (including those with a double-skin structure in part) and continuously butt-welding them while suppressing the occurrence of misalignments between the face plate portions, thereby reducing the amount of setup work and welding work required, and a method for manufacturing such a railway vehicle. [Means for solving the problem]

[0008] In order to achieve the above object, a railway vehicle and a manufacturing method thereof according to the present invention have the following configuration. (1) A railway vehicle having a body structure that has a single-skin profile that has a double-skin structure in which one face plate portion and another face plate portion that faces the other face plate portion are connected by a web portion, or a plurality of single-skin profile members that are made of one face plate portion, and that has a butt joint in which the single-skin profile members are butt-welded at the width direction end of the one face plate portion, The butt joint includes a butt weld portion that welds together widthwise end portions of the one face plate portion, and a fitting portion that fits together thickness-increasing portions formed at the widthwise end portions of the one face plate portion, The butt weld portion and the fitting portion are formed adjacent to each other in the thickness direction of the one face plate portion.

[0009] In the present invention, the butt joint comprises a butt weld portion that welds together widthwise ends of one face plate portion, and a fitting portion that fits together thickness-increasing portions formed at the widthwise ends of one face plate portion, and the butt weld portion and the fitting portion are formed adjacent to each other in the plate thickness direction of one face plate portion. Therefore, when a plurality of single-skin sections (including those partially having a double-skin structure) are lined up and the widthwise ends of one face plate portion are butt-welded together, misalignment (misalignment) between the face plate portions in the plate thickness direction at each butt joint can be suppressed by the fitting of the respective fitting portions. Therefore, when many single-skin sections (including those partially having a double-skin structure) are butt-welded, the butt joint itself can suppress the occurrence of misalignment between the face plate portions.

[0010] Furthermore, because the butt joint itself can prevent misalignment between the same face plate portions, when lining up three or more single-skin extrusions (including those partially having a double-skin structure) and butt-welding the widthwise ends of one face plate portion, there is no need to align two single-skin extrusions, butt-weld them while mechanically restraining the widthwise ends, and then add the next single extrusion and butt-weld them, as was done in the past.As a result, it is possible to line up multiple single-skin extrusions (including those partially having a double-skin structure) and butt-weld them continuously, reducing the number of setup and welding man-hours.

[0011] Therefore, according to the present invention, it is possible to provide a railway vehicle equipped with a body structure having a butt joint that can reduce setup and welding man-hours by arranging multiple single-skin sections (including those that have a double-skin structure in part) and continuously butt-welding them while suppressing the occurrence of misalignments between the face plate sections.

[0012] (2) In the railway vehicles described in (1), The thickness of the increased thickness portion is thinner than the thickness of the first face plate portion.

[0013] In the present invention, the thickness of the increased thickness portion is thinner than the thickness of one of the face plate portions, thereby reducing the amount of eccentricity in the thickness direction of the mating portion relative to the butt weld. Therefore, when a large number of single-skin sections (including those partially having a double-skin structure) are lined up, the gaps of each butt joint are properly set. Therefore, even if the outermost single-skin section (including those partially having a double-skin structure) is pressed in the width direction, eccentric loads in the thickness direction are unlikely to be generated at the butt joint, and the mating state at the mating portion is easily maintained. As a result, when a plurality of single-skin sections (including those partially having a double-skin structure) are lined up and butt-welded continuously, misalignment between the face plate portions can be more reliably prevented.

[0014] (3) In the case of a railway vehicle described in (1) or (2), the fitting portion includes a protrusion portion that protrudes outward at an acute angle from the thickened portion formed at one widthwise end of the one face plate portion, and a recess portion that is recessed in the thickened portion formed at the other widthwise end of the one face plate portion and engages with the protrusion portion, The protrusion is characterized in that it extends across the welding range of the butt weld.

[0015] In the present invention, the fitting portion includes a protrusion that protrudes at an acute angle outward in a thickness-increasing portion formed at one widthwise end of one of the face plates, and a recess that is recessed in a thickness-increasing portion formed at the other widthwise end of one of the face plates and engages with the protrusion. Because the protrusion extends across the welding area of ​​the butt weld, the protrusion serves as a backing metal for the butt weld, receiving the weld metal that has been heated and become molten or softened at the butt weld. Therefore, when a plurality of single-skin sections (including those partially having a double-skin structure) are lined up and butt-welded continuously, sink marks on the weld surfaces at the butt welds can be reduced to improve weld quality, and misalignment between the face plates can be more reliably prevented.

[0016] (4) In the method for manufacturing a railway vehicle described in (3), The butt weld portion is characterized in that a groove is formed in an end face of an end portion in the width direction of the one face plate portion, and welding is performed by supplying a filler material into a gap in the groove.

[0017] In the present invention, a groove is formed in the butt weld on the end face of one of the width direction ends of the face plate portion, and filler metal is supplied into the gap in the groove to weld, so even if a single-skin section (including one partially having a double-skin structure) is set with a groove gap larger than normal, the protrusion acts as a backing metal for the butt weld and can prevent the molten metal of the filler metal from dripping. Therefore, when a plurality of single-skin sections (including one partially having a double-skin structure) are lined up and butt-welded continuously, the margin of the groove gap in the butt weld can be increased while more reliably preventing misalignment between the face plate portions.

[0018] (5) In the method for manufacturing a railway vehicle described in (3), The butt weld portion is characterized in that a contact surface is formed that contacts the end face of the widthwise end of one of the panel portions, and the shaft portion of a rotating body is inserted into the widthwise end including the contact surface to perform friction stir welding.

[0019] In the present invention, the butt-welded portion has an abutment surface that abuts against the end face of one widthwise end of one of the base plates, and the shaft of the rotor is inserted into the widthwise end including the abutment surface for friction stir welding. Therefore, the insertion pressure of the shaft of the rotor acts in the plate thickness direction, pressing down the widthwise end of one of the base plates. However, a protrusion that protrudes outward at an acute angle in the thickness-increasing portion formed at one widthwise end of one of the base plates and a recessed portion that is recessed in the thickness-increasing portion formed at the other widthwise end of one of the base plates engage with each other, thereby generating a repulsive force that counters the insertion pressure of the shaft of the rotor. Therefore, when multiple single-skin profiles (including those partially having a double-skin structure) are lined up and butt-welded continuously, sagging (warping) of the base plates due to friction stir welding of the butt-welded portions can be prevented, and misalignment between the base plates can be more reliably suppressed.

[0020] (6) In the method for manufacturing a railway vehicle described in (5), The abutment surface is a straight or arcuate surface formed at an acute angle inclined toward the protrusion portion with respect to the width direction of the one panel portion, and the shaft portion of the rotating body is inserted into the width direction end portion including the straight or arcuate surface to perform friction stir welding.

[0021] Furthermore, the abutment surface is a straight or arcuate surface that is inclined at an acute angle toward the protrusion with respect to the width direction of one of the base plates. Therefore, the straight or arcuate surface formed at one width end of one of the base plates and the protrusion that protrudes outward at an acute angle in width from the thickened portion formed at one width end of one of the base plates sandwich the other width end of one of the base plates, thereby suppressing misalignment between the base plates. Furthermore, because the abutment surface is a straight or arcuate surface that is inclined at an acute angle toward the protrusion, even if a gap occurs between the abutment surfaces, sink marks on the welded surfaces at the butt weld are dispersed in the width direction, thereby increasing the clearance between the abutment surfaces. Therefore, when multiple single-skin profiles (including those partially having a double-skin structure) are lined up and continuously butt-welded, the clearance between the abutment surfaces at the butt welds can be increased while more reliably suppressing misalignment between the base plates. [Effects of the Invention]

[0022] According to the present invention, it is possible to provide a railway vehicle equipped with a butt joint that can reduce setup and welding man-hours by arranging multiple single-skin sections (including those that have a double-skin structure in part) and continuously butt-welding them while suppressing the occurrence of misalignments between the face plate portions, and a method for manufacturing such a railway vehicle. [Brief explanation of the drawings]

[0023] [Figure 1] 1 is a schematic side view of a railway vehicle according to one aspect of an embodiment of the present invention. [Figure 2] 2 is a cross-sectional view taken along the line AA in FIG. 1. [Figure 3] FIG. 3 is a cross-sectional view of part B shown in FIG. [Figure 4] 4 is a cross-sectional view showing a first embodiment of the butt joint shown in part C of FIG. 3. FIG. [Figure 5] FIG. 5 is a cross-sectional view of a first modified example of the single skin profile of FIG. [Figure 6] FIG. 6 is an enlarged cross-sectional view showing the butt joint of the first embodiment shown in FIGS. 4 and 5 and a welding method therefor. [Figure 7] 4 is a cross-sectional view showing a second embodiment of the butt joint shown in part C of FIG. 3. FIG. [Figure 8] 8A to 8C are cross-sectional views showing a method for welding the butt joint of the second embodiment shown in FIG. 7. [Figure 9] 9 is a cross-sectional view showing a first modification of the butt joint of the second embodiment shown in FIGS. 7 and 8 and a welding method thereof. FIG. [Figure 10] 9 is a cross-sectional view showing a second modification of the butt joint of the second embodiment shown in FIGS. 7 and 8 and a welding method thereof. FIG. [Figure 11] FIG. 4 is a cross-sectional view of a second modified example of the single skin profile of FIG. [Figure 12] FIG. 1 is a partial cross-sectional view of a railway vehicle body structure described in Patent Document 1. DETAILED DESCRIPTION OF THE INVENTION

[0024] <Configuration of this railway vehicle> Next, a railway vehicle according to an embodiment of the present invention will be described in detail with reference to the drawings.

[0025] Fig. 1 shows a schematic side view of a railway vehicle according to one embodiment of the present invention. Fig. 2 shows a cross-sectional view taken along line AA of Fig. 1. As shown in Figs. 1 and 2, railway vehicles 10, 10B, and 10C according to this embodiment include an underframe DW supported by a bogie DS running on a rail RL, side structures GK extending upward from both ends of the underframe DW in the vehicle width direction, end structures TK extending upward from both ends of the underframe DW in the vehicle longitudinal direction, and a roof structure YK connected to the upper ends of the side structures GK and the end structures TK. The side structures GK are provided with side windows GM of various sizes and side doors GT for boarding and alighting.

[0026] Moreover, Fig. 3 shows a cross-sectional view of part B shown in Fig. 2. Fig. 4 shows a cross-sectional view of a first embodiment of the butt joint shown in part C of Fig. 3. Fig. 5 shows a cross-sectional view of modified example 1 of the single skin section of Fig. 4. Here, arrow X (perpendicular to the paper surface) shown in Figs. 4 and 5 indicates the longitudinal direction (extrusion direction) of the single skin sections 1S and 1SB described below, arrow Y indicates the width direction of the single skin sections 1S and 1SB, and arrow Z indicates the plate thickness direction of one face plate portion 1a of the single skin sections 1S and 1SB (the same applies to Figs. 6 to 10).

[0027] 3 to 5, this railway vehicle 10 is a railway vehicle 10 equipped with a body structure having a plurality of single-skin profiles 1S, each of which has a double-skin structure 1W in which one face plate portion 1a and another face plate portion 1b facing each other are connected by a web portion 1c, or a plurality of single-skin profiles 1SB, each of which has one face plate portion 1a, and which has butt joints 2 in which the plurality of single-skin profiles 1S, 1SB are butt-welded at width-direction ends HT of each one of the face plate portions 1a. Here, the body structure having butt joints 2 will be described using an example of a floor body structure DW1 that supports the floor plate (not shown) of an underframe DW.

[0028] As shown in Figures 3 and 4, the floor structure DW1 has multiple single-skin sections 1S, each of which has a double-skin structure 1W in which one face panel 1a is connected to the other face panel 1b facing it by a web 1c. The single-skin sections 1S are butt-welded to each other at the widthwise end HT of each face panel 1a via a butt joint 2. The longitudinal direction (X direction) of each single-skin section 1S coincides with the longitudinal direction of the vehicle. The double-skin structure 1W is formed by connecting a lower face panel 1a to an upper face panel 1b that abuts against the floor panel, each of which is horizontally formed and connected by a vertically rising web 1c. Multiple double-skin sections 1W are formed at predetermined intervals in the width direction (Y direction) of the single-skin section 1S. Furthermore, one face panel 1a is thicker than the other face panel 1b.

[0029] The structure having the butt joint 2 in the railway vehicle 10 need not be limited to the floor structure DW1 supporting the floor panels of the underframe DW, but can also be applied to, for example, the cross beams of the underframe DW, the side structure GK, the end structure TK, the roof structure YK, etc. Furthermore, as shown in FIG. 5, the present invention can also be applied to a structure having a butt joint 2 in which a single-skin section 1SB consisting of one face panel portion 1a is butt-welded at a width-direction end HT of one face panel portion 1a. Furthermore, the single-skin sections 1S and 1SB are preferably extruded sections made of aluminum (or aluminum alloy) extruded in the longitudinal direction (X direction), but are not necessarily limited to this. The single-skin sections 1S and 1SB may also be formed, for example, by welding or machining stainless steel sections.

[0030] (Butt joint of the first embodiment) Fig. 6 is an enlarged cross-sectional view showing the butt joint and welding method thereof of the first embodiment shown in Fig. 4 and Fig. 5. As shown in Fig. 6, the butt joint 2 of the first embodiment includes a butt weld portion 21 that welds together widthwise end portions HT (HT1, HT2) of one face plate portion 1a, and a fitting portion 22 that fits together thickness-increasing portions NA (NA1, NA2) formed on the widthwise end portions HT (HT1, HT2) of one face plate portion 1a, and the butt weld portion 21 and the fitting portion 22 are formed adjacent to each other in the plate thickness direction (Z direction) of one face plate portion 1a. Here, the butt weld 21 is formed on the surface 1a1 side of one panel portion 1a, and the increased thickness portion NA is formed on the back surface 1a2 side of one panel portion 1a, but the opposite may also be true, where the butt weld 21 is formed on the back surface 1a2 side of one panel portion 1a, and the increased thickness portion NA is formed on the surface 1a1 side of one panel portion 1a.

[0031] The first face plate portion 1a is formed with a predetermined thickness t1 and with predetermined width and length dimensions. The thickness-increasing portions NA (NA1, NA2) are formed integrally with the width-direction end portions HT (HT1, HT2) of the first face plate portion 1a, but may be joined to the width-direction end portions HT (HT1, HT2) of the first face plate portion 1a by welding or the like. The thickness-increasing portions NA (NA1, NA2) are formed over a range wider than the welding range 211 of the butt weld portion 21 when the fitting portion 22 is in an engaged state, and are formed so that the thickness t2 increases in the direction opposite to the weld surface 213. A V-shaped groove 212 is formed in the butt weld portion 21 at the end face of the width-direction end portion HT (HT1, HT2) of the first face plate portion 1a, and a molten filler metal 3 (including welding rods and welding materials such as consumable electrodes that become metal added during welding) is supplied into the gap in the groove 212 for build-up welding. The build-up welding method may be, for example, arc welding, but is not necessarily limited to this. The welding area 211 of the butt weld 21 is formed in an inverted triangular shape so that the weld surface side, where the filler material 3 is supplied, is wider than the weld bottom side. The butt weld 21 and the fitting portion 22 are adjacent to each other at the weld bottom side, and the fitted state of the fitting portion 22 is maintained even after welding of the butt weld 21 is completed.

[0032] Therefore, when a large number (for example, three or more) of single-skin shaped materials (including those partially having a double-skin structure 1W) 1S, 1SB are lined up and the widthwise ends HT (HT1, HT2) of one face plate portion 1a are butt-welded together, misalignment (misalignment) in the plate thickness direction (Z direction) between one face plate portion 1a at each butt joint 2 can be suppressed by the fitting portions 22 fitting together. As a result, when a large number of single-skin shaped materials (including those partially having a double-skin structure 1W) 1S, 1SB are butt-welded together, the butt joint 2 itself can suppress the occurrence of misalignment between one face plate portion 1a from before welding starts to after welding is completed.

[0033] Furthermore, in this case, because the butt joint 2 itself can prevent misalignment between the same face plate portions 1a, when lining up numerous single-skin extrusions 1S, 1SB (including those partially having a double-skin structure 1W) and butt-welding the widthwise ends HT (HT1, HT2) of one face plate portion 1a, there is no need to align two single-skin extrusions 1S, 1SB, butt-weld them while mechanically restraining their widthwise ends, as was done in the past, and then add the next single-skin extrusions 1S, 1SB and butt-weld them again while mechanically restraining their widthwise ends. Therefore, it is possible to line up multiple single-skin extrusions 1S, 1SB (including those partially having a double-skin structure 1W) and butt-weld them continuously, reducing the amount of setup work and welding work required, including the work of setting them in the receiving jig.

[0034] Therefore, according to the present railway vehicle 10, a plurality of single-skin sections 1S, 1SB (including those partially having a double-skin structure 1W) can be arranged side by side and continuously butt-welded while suppressing the occurrence of misalignments between the panel portions 1a, thereby providing a railway vehicle 10 equipped with body structures DW, GK, TK, YK having butt joints 2 that can reduce setup man-hours and welding man-hours.

[0035] 6, in the above-described railway vehicle 10, the thickness t2 of the thickness-increasing portions NA (NA1, NA2) is preferably thinner than the thickness t1 of the first face plate portion 1a. In this case, the thickness t2 of the thickness-increasing portions NA (NA1, NA2) is thinner than the thickness t1 of the first face plate portion 1a, which reduces the eccentricity of the fitting portion 22 in the thickness direction (Z direction) relative to the butt weld portion 21. Therefore, even if the outermost single-skin sections (including those partially having a double-skin structure 1W) 1S, 1SB are pressed inward in the width direction (Y direction) to set the gaps of each butt joint 2 in an appropriate state when a large number of single-skin sections (including those partially having a double-skin structure 1W) 1S, 1SB are lined up, a bending moment in the thickness direction (Z direction) is unlikely to be generated in the butt joint 2, and the fitting state of the fitting portion 22 is easily maintained. As a result, when multiple single-skin profiles (including those partially having a double-skin structure 1W) 1S, 1SB are lined up and butt-welded continuously, the occurrence of misalignments between the panel portions 1a can be more reliably suppressed.

[0036] It is more preferable that the thickness t2 of the thickness increasing portion NA (NA1, NA2) be about 30 to 70% of the thickness t1 of the first face plate portion 1a. If the thickness t2 of the thickness increasing portion NA (NA1, NA2) is less than 30% of the thickness t1 of the first face plate portion 1a, the strength of the fitting portion 22 is likely to be insufficient, making it difficult to maintain the fitted state. On the other hand, if the thickness t2 of the thickness increasing portion NA (NA1, NA2) exceeds 70% of the thickness t1 of the first face plate portion 1a, when the single-skin extrusions 1S, 1SB (including those partially having a double-skin structure 1W) are set, when they are pressed in the width direction (Y direction) against the butt joint 2, the eccentric load (bending moment) in the thickness direction (Z direction) against the butt joint 2 becomes large, making it difficult to maintain the fitted state at the fitting portion 22.

[0037] As shown in FIG. 6, in the present railway vehicle 10, the fitting portion 22 comprises a protrusion NA1T that protrudes at an acute angle outward in the width direction from a thickness increasing portion NA1 formed at one width direction end HT1 of one panel portion 1a, and a recessed portion NA2K that is recessed in a thickness increasing portion NA2 formed at the other width direction end HT2 of one panel portion 1a and engages with the protrusion NA1T, and it is preferable that the protrusion NA1T extends across the welding range 211 of the butt weld portion 21.

[0038] In this case, the protrusion NA1T serves as a backing metal for the butt weld 21, and the protrusion NA1T and the recess NA2K can maintain a fitted state with each other while the protrusion NA1T receives the weld metal that has been molten when the butt weld 21 is heated. Therefore, when a plurality of single-skin extrusions 1S, 1SB (including those partially having a double-skin structure 1W) are lined up and butt-welded continuously, sink marks on the weld surface 213 of the butt weld 21 are reduced to improve welding quality, and misalignment between the face plate portions 1a can be more reliably prevented.

[0039] The protrusion NA1T is formed such that an upper protrusion side J1 formed on an extension of the back surface 1a2 of the first face plate portion 1a and an inclined protrusion side J2 inclined relative to the back surface 1a2 of the first face plate portion 1a intersect at an acute intersection angle θ at the tip. The intersection angle θ is preferably approximately 20° to 50°. If the intersection angle θ is approximately 20° to 50°, the engagement distance d1 between the protrusion NA1T and the recessed portion NA2K in the width direction (Y direction) can be made longer even if the plate thickness t2 of the thickened portion NA (NA1, NA2) is thin. Therefore, even if the gap of the groove 212 of the butt weld portion 21 increases, the engagement between the protrusion NA1T and the recessed portion NA2K is less likely to come off, and misalignment between the first face plate portions 1a can be more reliably prevented. Furthermore, because the upper protruding edge J1 of the protruding portion NA1T is formed on an extension of the back surface 1a2 of the one face plate portion 1a, the abutting state between the upper protruding edge J1 of the protruding portion NA1T and the back surface 1a2 of the other width direction end portion HT2 of the one face plate portion 1a can be maintained even if the gap in the groove 212 of the butt weld portion 21 increases. This prevents dripping of the molten metal at the butt weld portion 21, reduces sink marks on the weld surface 213, and suppresses sagging of the other width direction end portion HT2.

[0040] (Butt joint of the second embodiment) Fig. 7 is a cross-sectional view showing a second embodiment of the butt joint shown in portion C of Fig. 3. Fig. 8 is a cross-sectional view showing a welding method for the butt joint of the second embodiment shown in Fig. 7. As shown in Figs. 7 and 8, a butt joint 2B of the second embodiment includes a butt weld portion 21B that welds together widthwise end portions HT (HT1, HT2) of one face plate portion 1a, and a fitting portion 22 that fits together thickness-increasing portions NA (NA1, NA2) formed on the widthwise end portions HT (HT1, HT2) of one face plate portion 1a, and the butt weld portion 21B and the fitting portion 22 are formed adjacent to each other in the plate thickness direction (Z direction) of one face plate portion 1a.

[0041] Here, we will omit the description of the parts common to the butt joint 2 of the first embodiment and will instead describe the details specific to the butt joint 2B of the second embodiment. The butt weld 21B has an abutment surface 212B that abuts against the end face of the width direction end HT of one of the face plates 1a, and the shaft 41 of the rotor 4 is inserted into the width direction end HT including the abutment surface 212B and friction stir welded (also referred to as "friction stir welding"). The shaft 41 is formed so that the diameter of the base end is slightly larger than the diameter of the tip end. The abutment surface 212B is formed parallel to the plate thickness direction (Z direction) of one of the face plates 1a. The weld area 211B of the butt weld 21B is formed into an inverted trapezoidal cross section by softening and fluidizing the section as the shaft 41 rotates. The butt weld 21B and the fitting portion 22 are adjacent to each other on the weld bottom side, but the fitting state of the fitting portion 22 is maintained even after welding of the butt weld 21B is completed.

[0042] Therefore, when a large number (for example, three or more) of single-skin sections 1S, 1SB (including those partially having a double-skin structure 1W) are lined up and the widthwise ends HT (HT1, HT2) of one face plate portion 1a are butt-welded together, misalignment (misalignment) in the plate thickness direction (Z direction) between one face plate portion 1a at each butt joint 2B can be suppressed by the fitting of the respective fitting portions 22. As a result, when a large number of single-skin sections 1S, 1SB (including those partially having a double-skin structure 1W) are butt-welded together, the butt joint 2B itself can suppress the occurrence of misalignment between one face plate portion 1a.

[0043] Furthermore, in this case, the butt joint 2B itself can prevent misalignment between the same face plate portions 1a, so when lining up numerous single-skin extrusions 1S, 1SB (including those partially having a double-skin structure 1W) and butt-welding the widthwise ends HT (HT1, HT2) of one face plate portion 1a, it is no longer necessary to line up two single-skin extrusions 1S, 1SB, butt-weld them while mechanically restraining the widthwise ends, and then add the next single-skin extrusions 1S, 1SB and butt-weld them, as was done in the past. Therefore, it is possible to line up multiple single-skin extrusions 1S, 1SB (including those partially having a double-skin structure 1W) and butt-weld them continuously, reducing the amount of setup work and welding work required, including the work of setting them up in a receiving jig.

[0044] Therefore, according to the present railway vehicle 10B, a plurality of single-skin sections 1S, 1SB (including those partially having a double-skin structure 1W) can be arranged side by side and continuously butt-welded while suppressing the occurrence of misalignments between the panel portions 1a, thereby providing a railway vehicle 10B equipped with body structures DW, GK, TK, and YK having butt joints 2B that can reduce setup and welding man-hours.

[0045] As shown in Figures 7 and 8, in the above-mentioned railway vehicle 10B, the fitting portion 22 comprises a protrusion NA1T protruding at an acute angle outward in the width direction from a thickness increasing portion NA1 formed at one width direction end HT1 of one panel portion 1a, and a recessed portion NA2K recessed in a thickness increasing portion NA2 formed at the other width direction end HT2 of one panel portion 1a and engaging with the protrusion NA1T, and it is preferable that the protrusion NA1T extends across the welding range 211B of the butt weld portion 21B.

[0046] In this case, the protrusion NA1T serves as a backing metal for the butt weld 21B, and the protrusion NA1T and the recess NA2K can maintain a fitted state with each other while the butt weld 21B receives the stirred and fluidized weld metal. Therefore, when a plurality of single-skin extrusions 1S, 1SB (including those partially having a double-skin structure 1W) are lined up and butt-welded continuously, sink marks on the welding surface 213B of the butt weld 21B are reduced, improving welding quality, and misalignment between the face plate portions 1a can be more reliably prevented.

[0047] The protrusion NA1T is formed so that an upper protrusion side J1 formed on an extension of the back surface 1a2 of the first face plate portion 1a and an inclined protrusion side J2 inclined relative to the back surface 1a2 of the first face plate portion 1a intersect at an acute intersection angle θ at the tip. The intersection angle θ is preferably approximately 20° to 50°. In this case, even if the gap between the abutment surfaces 212B of the butt welded portion 21B increases, the engagement between the protrusion NA1T and the recessed portion NA2K is unlikely to come loose, and misalignment between the first face plate portions 1a can be more reliably prevented.

[0048] Furthermore, the butt-welded portion 21B has an abutment surface 212B that abuts against the widthwise end HT of the face plate portion 1a, and the shaft portion 41 of the rotor 4 is inserted into the widthwise end HT including the abutment surface 212B for friction stir welding, so that an insertion pressure P1 of the shaft portion 41 of the rotor 4 acts in a direction (Z direction) that presses down the widthwise end HT of one face plate portion 1a. However, a protrusion NA1T that protrudes at an acute angle outward in the width direction on the thickness increased portion NA1 formed at one widthwise end HT1 of one face plate portion 1a and a depression NA2K that is recessed in the thickness increased portion NA2 formed at the other widthwise end HT2 of one face plate portion 1a engage with each other, thereby generating a repulsive force P2 that opposes the insertion pressure P1 of the shaft portion 41 of the rotor 4. Therefore, when multiple single-skin profiles (including those partially having a double-skin structure 1W) 1S, 1SB are lined up and butt-welded continuously, it is possible to prevent sagging (warping) of the face plate portion 1a due to friction stir welding of the butt weld portion 21B, while more reliably suppressing the occurrence of misalignment between the face plate portions 1a.

[0049] The protrusion NA1T (in this embodiment, approximately the center of the inclined protrusion side J2) and the recess NA2K may be formed with a locking claw KT that engages with each other. In this case, even if the insertion pressure P1 of the shaft 41 of the rotor 4 acts in a direction that pushes down (Z direction) or widens (Y direction) the widthwise end HT of one of the face plates 1a, the locking claw KT engages, making it easy to maintain the engagement between the protrusion NA1T and the recess NA2K. Therefore, when a plurality of single-skin extrusions 1S, 1SB (including those partially having a double-skin structure 1W) are lined up and butt-welded continuously, sagging (warping) of the face plates 1a due to friction stir welding of the butt welds 21B can be prevented, and misalignment between the face plates 1a can be more reliably suppressed.

[0050] 9 shows a cross-sectional view illustrating a first modified example of the butt joint of the second embodiment shown in FIGS. 7 and 8 and a welding method therefor. FIG. 10 shows a cross-sectional view illustrating a second modified example of the butt joint of the second embodiment shown in FIGS. 7 and 8 and a welding method therefor. As shown in FIGS. 9 and 10, the abutment surface 212B may be a straight surface 212B1 or an arcuate surface 212B2, and may be formed so as to be inclined at an acute angle toward the protrusion NA1T with respect to the width direction (Y direction) of one face plate portion 1a.

[0051] In this case, the straight surface 212B1 or the arcuate surface 212B2 formed at one widthwise end HT1 of one panel portion 1a and the upper protruding edge J1 of the protrusion portion NA1T protruding at an acute angle outward in the width direction from the thickened portion NA1 formed at one widthwise end HT1 of one panel portion 1a sandwich the other widthwise end HT2 of one panel portion 1a, thereby suppressing the occurrence of misalignment between the panel portions 1a.

[0052] Furthermore, because the abutment surface 212B is a straight surface 212B1 or an arcuate surface 212B2 that slopes at an acute angle toward the protrusion NA1T, even if a gap occurs between the abutment surfaces 212B, the sink marks on the welded surface 213B at the butt weld 21B are dispersed in the width direction (Y direction), thereby increasing the margin of the gap between the abutment surfaces 212B. Therefore, when a plurality of single-skin extrusions 1S, 1SB (including those partially having a double-skin structure 1W) are lined up and continuously butt-welded, it is possible to increase the margin of the gap between the abutment surfaces 212B of the butt weld 21B while more reliably preventing misalignment between the face plate portions 1a.

[0053] 9, the intersection angle θb between the linear surface 212B1 and the back surface 1a2 of the face plate portion 1a is preferably larger than the intersection angle θa between the upper protrusion side J1 of the protrusion portion NA1T and the back surface 1a2 of one face plate portion 1a. Also, as shown in Fig. 10, the radius of curvature R of the arcuate surface 212B2 is preferably 0.7 times or more the arc length L of the arcuate surface 212B2. In this case, when the shaft portion 41 of the rotor 4 is inserted into the width direction end HT and friction stir welding is performed, the linear surface 212B1 or the arcuate surface 212B2 is included in the welding range 211B, enabling reliable joining.

[0054] <Manufacturing method of this railway vehicle> Next, the method for manufacturing the railway vehicle will be described in detail with reference to FIGS. 6, 8, 9, and 10. FIG.

[0055] As shown in FIG. 6 , in this manufacturing method for railway vehicle 10, a groove 212 is formed on the end face of one widthwise end HT of one face plate portion 1a, and filler material 3 is supplied into the gap of the groove 212 to perform welding. Therefore, even if single-skin profiles (including those partially having a double-skin structure 1W) 1S, 1SB are set with a gap in the groove 212 wider than normal, protrusion NA1T serves as a backing metal for butt weld 21, preventing the molten metal of the filler material 3 from dripping. Therefore, when a plurality of single-skin profiles (including those partially having a double-skin structure 1W) 1S, 1SB are lined up and butt-welded continuously, it is possible to increase the clearance of the groove 212 of butt weld 21 and more reliably prevent misalignment between one face plate portion 1a. Here, the groove 212 is formed in a V-shape with a wide opening on the surface 1a1 side of one face plate portion 1a, but this is not limited to this and it may be formed in a U-shape, for example. Note that a plurality of single-skin extrusions 1S, 1SB (including those partially having a double-skin structure 1W) are set in parallel on the surface of a receiving jig (not shown) with their butt joints 2 abutting against each other. The receiving jig is equipped with a vacuum cup or the like, and one face plate portion 1a of the single-skin extrusions 1S, 1SB (including those partially having a double-skin structure 1W) is fixed by suction with the vacuum cup or the like.

[0056] 8, in the manufacturing method of the present railway vehicle 10B, butt-welded portion 21B has a contact surface 212B that contacts the end face of widthwise end HT of face plate 1a, and shaft portion 41 of rotor 4 is inserted into widthwise end HT including this contact surface 212B and friction stir welded. Therefore, insertion pressure P1 of shaft portion 41 of rotor 4 acts in the plate thickness direction (Z direction) to press down widthwise end HT of one face plate 1a, but a protrusion NA1T that protrudes at an acute angle outward in width from thickness increased portion NA1 formed at one widthwise end HT1 of one face plate 1a and a depression NA2K that is recessed in thickness increased portion NA2 formed at the other widthwise end HT2 of one face plate 1a engage with each other, thereby generating a repulsive force P2 that opposes insertion pressure P1 of shaft portion 41 of rotor 4. As a result, when multiple single-skin profiles (including those partially having a double-skin structure 1W) 1S, 1SB are lined up and butt-welded continuously, sagging (warping) of the face plate portion 1a due to friction stir welding of the butt weld portion 21B can be prevented, while misalignment between the face plate portions 1a can be more reliably suppressed.

[0057] Here, the abutment surface 212B may be a straight surface 212B1 or an arcuate surface 212B2, and may be formed so as to be inclined at an acute angle toward the protrusion NA1T with respect to the width direction (Y direction) of one of the base plate portions 1a. In this case, the straight surface 212B1 or the arcuate surface 212B2 formed at one of the width direction ends HT1 of one of the base plate portions 1a and the protrusion NA1T protruding at an acute angle widthwise outward from the thickness increasing portion NA1 formed at one of the width direction ends HT1 of one of the base plate portions 1a sandwich the other width direction end HT2 of one of the base plate portions 1a, thereby suppressing the occurrence of misalignment between the base plate portions 1a.

[0058] Furthermore, because the abutment surface 212B is a straight surface 212B1 or an arcuate surface 212B2 that slopes at an acute angle toward the protrusion NA1T, even if a gap occurs between the abutment surfaces 212B, the sink marks on the welded surface 213B at the butt weld 21B are dispersed in the width direction (Y direction), thereby increasing the margin of the gap between the abutment surfaces 212B. As a result, when a plurality of single-skin extrusions 1S, 1SB (including those partially having a double-skin structure 1W) are lined up and continuously butt-welded, it is possible to increase the margin of the gap between the abutment surfaces 212B of the butt weld 21B while more reliably preventing misalignment between the face plate portions 1a.

[0059] Therefore, according to the present manufacturing method for railway vehicles 10, 10B, it is possible to line up multiple single-skin profiles (including those having a double-skin structure 1W in part) 1S, 1SB and continuously butt-weld them while suppressing the occurrence of misalignments between the face plate portions 1a, thereby providing a manufacturing method for railway vehicles 10, 10B equipped with body structures DW, GK, TK, YK having butt joints 2, 2B that can reduce setup labor and welding labor.

[0060] <Modification> Needless to say, the present railway vehicles 10, 10B and their manufacturing methods can be modified in various ways without departing from the spirit and scope of the present invention. For example, FIG. 11 shows a cross-sectional view of Modification 2 of the single-skin profile shown in FIG. 3. As shown in FIG. 11, in the present railway vehicle 10C, the double-skin structure 1W includes one horizontally formed face plate 1a and another horizontally formed face plate 1b, which are connected by a vertically erected web portion 1c. Here, the double-skin structure 1W extends over substantially the entire width (Y direction) of the single-skin profile 1SC, except for the butt joint 2C formed at the widthwise end HT of the first face plate 1a. The structure of the butt joint 2C may be the same as the butt joint 2 of the first embodiment, or it may be the same as the butt joint 2B of the second embodiment.

[0061] <Action and effect> According to the railway vehicles 10, 10B, and 10C of this embodiment described in detail above, the butt joints 2, 2B, and 2C include butt welds 21, 21B, and 21C that weld together the widthwise ends HT of one face plate portion 1a, and fitting portions 22 that fit together the thickness-increasing portions NA formed at the widthwise ends HT of one face plate portion 1a. The butt welds 21, 21B, and 21C and the fitting portions 22 are formed adjacent to each other in the thickness direction (Z direction) of one face plate portion 1a. Therefore, when a large number of single-skin profiles (including those partially having a double-skin structure 1W) 1S, 1SB, and 1SC are lined up and the widthwise ends HT of one face plate portion 1a are butt-welded together, misalignment (misalignment) in the thickness direction (Z direction) between the one face plate portions 1a at each butt joint 2, 2B, and 2C can be suppressed by the fitting portions 22 fitting together. Therefore, when a large number of single-skin profiles (including those having a double-skin structure 1W in part) 1S, 1SB, 1SC are butt-welded, the butt joints 2, 2B, 2C themselves can prevent misalignment between the panel portions 1a.

[0062] Furthermore, because the butt joints 2, 2B, and 2C themselves can prevent misalignment between the same face plate portions 1a, when lining up numerous single-skin extrusions 1S, 1SB, and 1SC (including those partially having double-skin structure 1W) and butt-welding the widthwise ends HT of one face plate portion 1a, there is no need to line up two single-skin extrusions 1S, 1SB, and 1SC, mechanically restrain the widthwise ends while butt-welding, and then add the next single-skin extrusion 1S, 1SB, and 1SC and butt-weld them, as was done in the past.As a result, multiple single-skin extrusions 1S, 1SB, and 1SC (including those partially having double-skin structure 1W) can be lined up and butt-welded continuously, reducing the amount of setup work and welding work required, including the work of setting them up in the receiving jig.

[0063] Therefore, according to this embodiment, it is possible to provide railway vehicles 10, 10B, 10C equipped with body structures DW, GK, TK, YK having butt joints 2, 2B, 2C that can reduce setup man-hours and welding man-hours by arranging multiple single-skin profiles 1S, 1SB, 1SC (including those that have a double-skin structure 1W in part) and butt-welding them continuously while suppressing the occurrence of misalignments between the face plate portions 1a.

[0064] Furthermore, according to this embodiment, the thickness t2 of the thickness increasing portion NA is thinner than the thickness t1 of one face plate portion 1a, so that the amount of eccentricity in the thickness direction (Z direction) of the fitting portion 22 relative to the butt welds 21, 21B, 21C can be reduced. Therefore, when a large number of single-skin structural members (including those partially having a double-skin structure 1W) 1S, 1SB, 1SC are lined up, and the gaps of the butt joints 2, 2B, 2C are appropriately set, even if the outermost single-skin structural members (including those partially having a double-skin structure 1W) 1S, 1SB, 1SC are pressed in the width direction (Y direction), an eccentric load is unlikely to be generated in the thickness direction (Z direction) of the butt joints 2, 2B, 2C, and the fitted state at the fitting portion 22 can be easily maintained. As a result, when multiple single-skin profiles (including those partially having a double-skin structure 1W) 1S, 1SB, and 1SC are lined up and butt-welded continuously, the occurrence of misalignments between the panel portions 1a can be more reliably suppressed.

[0065] Furthermore, according to the present embodiment, the fitting portion 22 includes a protrusion NA1T that protrudes at an acute angle outward in the width direction from the thickness increased portion NA1 that is formed at one width direction end HT1 of the one face plate portion 1a, and a recessed portion NA2K that is recessed in the thickness increased portion NA2 that is formed at the other width direction end HT2 of the one face plate portion 1a and that engages with the protrusion NA1T. The protrusion NA1T extends across the welding ranges 211, 211B, 211C of the butt welds 21, 21B, 21C, so that the protrusion NA1T serves as a backing metal for the butt welds 21, 21B, 21C and receives the weld metal that has been heated to a molten state or stirred to a fluid state at the butt welds 21, 21B, 21C, while the protrusion NA1T and the recessed portion NA2K can maintain a fitted state with each other. Therefore, when multiple single-skin profiles (including those partially having a double-skin structure 1W) 1S, 1SB, 1SC are lined up and butt-welded continuously, sink marks on the welded surfaces at the butt-welded portions 21, 21B, 21C are reduced, improving welding quality, while more reliably suppressing misalignment between the panel portions 1a.

[0066] Furthermore, according to the manufacturing method for railway vehicles 10, 10C according to this other embodiment, in butt welds 21, 21C, a groove 212 is formed on the end face of one widthwise end HT of one face plate portion 1a, and filler material 3 is supplied into the gap in the groove 212 to perform welding. Therefore, even if single-skin profiles (including those partially having a double-skin structure 1W) 1S, 1SB, 1SC are set with a gap in the groove 212 wider than normal, protrusions NA1T serve as a backing metal for butt welds 21, 21C to prevent dripping of molten metal from the filler material 3. Therefore, when a plurality of single-skin profiles (including those partially having a double-skin structure 1W) 1S, 1SB, 1SC are lined up and butt-welded continuously, it is possible to increase the margin of the gap in the groove 212 of butt welds 21, 21C and more reliably prevent misalignment between one face plate portion 1a.

[0067] Furthermore, according to the manufacturing method of railway vehicles 10B, 10C of this other embodiment, the butt welded portions 21B, 21C have abutment surfaces 212B that abut against the end faces of the widthwise ends HT of the panel portion 1a, and the shaft portion 41 of the rotating body 4 is inserted into the widthwise ends HT including the abutment surfaces 212B to perform friction stir welding.Therefore, the insertion pressure P1 of the shaft portion 41 of the rotating body 4 acts in the plate thickness direction (Z direction) to press down the widthwise end HT of one panel portion 1a, but the protrusion portion NA1T that is convex at an acute angle outward in the width direction on the thickness increased portion NA1 formed at one widthwise end HT1 of one panel portion 1a and the recessed portion NA2K that is recessed in the thickness increased portion NA2 formed at the other widthwise end HT2 of one panel portion 1a engage with each other, thereby generating a repulsive force P2 that opposes the insertion pressure P1 of the shaft portion 41 of the rotating body 4. Therefore, when multiple single-skin profiles (including those having a double-skin structure 1W in part) 1S, 1SB, and 1SC are lined up and butt-welded continuously, sagging (warping) of the face plate portion 1a due to friction stir welding of the butt welds 21B and 21C can be prevented, while misalignment between the face plate portions 1a can be more reliably suppressed.

[0068] Furthermore, according to the manufacturing method of railway vehicles 10B, 10C of this other embodiment, the abutment surface 212B is a straight surface 212B1 or an arcuate surface 212B2, and is formed so as to incline at an acute angle toward the protrusion portion NA1T with respect to the width direction (Y direction) of one panel portion 1a. Therefore, the straight surface 212B1 or the arcuate surface 212B2 formed at one width end portion HT1 of one panel portion 1a and the protrusion portion NA1T protruding at an acute angle outward in the thickness increasing portion NA1 formed at one width end portion HT1 of one panel portion 1a sandwich the other width end portion HT2 of one panel portion 1a, thereby suppressing the occurrence of misalignment between the panel portions 1a. Furthermore, because the abutment surface 212B is a straight surface 212B1 or an arcuate surface 212B2 that slopes at an acute angle toward the protrusion NA1T, even if a gap occurs between the abutment surfaces 212B, the sink marks on the welded surface 213B at the butt weld 21B are dispersed in the width direction (Y direction), thereby increasing the margin of the gap between the abutment surfaces 212B. Therefore, when a plurality of single-skin extrusions 1S, 1SB, 1SC (including those partially having a double-skin structure 1W) are lined up and continuously butt-welded, it is possible to increase the margin of the gap between the abutment surfaces 212B of the butt welds 21B, 21C and more reliably prevent misalignment between the face plate portions 1a.

[0069] Therefore, according to this other embodiment, a method for manufacturing railway vehicles 10, 10B, 10C having structures DW, GK, TK, YK with butt joints 2, 2B, 2C can be provided, in which a plurality of single-skin profiles (including those partially having a double-skin structure 1W) 1S, 1SB, 1SC can be lined up and continuously butt-welded while suppressing the occurrence of misalignments between the face plate portions 1a, thereby reducing the amount of setup work and welding work required. [Industrial Applicability]

[0070] INDUSTRIAL APPLICABILITY The present invention can be used as a railway vehicle having a structure with a butt joint in which face plate portions are butt-welded to each other, and as a method for manufacturing such a railway vehicle. [Explanation of symbols]

[0071] 1a, 1b Face plate part 1c Web section 1S, 1SB, 1SC Single Skin Profiles 1W double skin structure 2, 2B, 2C butt joint 21, 21B, 21C Butt welds 22 Fitting part 3 Filler metal 4 Rotating bodies 10, 10B, 10C railcars 41 Shaft 211, 211B, 211C welding range 212 Bevel 212B Contact surface 212B1 Straight plane 212B2 Arc surface DW, GK, TK, YK structure HT, HT1, HT2 Width direction end NA, NA1, NA2 Increased meat part NA1T protrusion NA2K recess

Claims

1. A railway vehicle having a body structure that has a single-skin profile that has a double-skin structure in which one face plate portion and another face plate portion that opposes the other face plate portion are connected by a web portion, or a plurality of single-skin profile members each consisting of one face plate portion, and that has a butt joint in which the single-skin profile members are butt-welded at the width direction end of the one face plate portion, The butt joint includes a butt weld portion that welds together widthwise end portions of the one face plate portion, and a fitting portion that fits together thickness-increasing portions formed at the widthwise end portions of the one face plate portion, The butt welded portion and the fitting portion are formed adjacent to each other in the thickness direction of the one face plate portion.

2. 2. The railway vehicle according to claim 1, A railway vehicle, characterized in that the thickness of the increased thickness portion is formed thinner than the thickness of the first face plate portion.

3. The railway vehicle according to claim 1 or 2, the fitting portion includes a protrusion portion that protrudes outward at an acute angle from the thickened portion formed at one widthwise end of the one face plate portion, and a recess portion that is recessed in the thickened portion formed at the other widthwise end of the one face plate portion and engages with the protrusion portion, The railcar is characterized in that the protrusion extends across a welding range of the butt weld.

4. 4. The method for manufacturing a railway vehicle according to claim 3, a groove is formed on an end face of one of the face plate portions in the width direction, and a filler material is supplied into a gap in the groove to weld the butt weld portion.

5. 4. The method for manufacturing a railway vehicle according to claim 3, a butt weld portion having an abutment surface that abuts against an end face of a widthwise end of one of the panel portions, and a shaft portion of a rotating body is inserted into the widthwise end including the abutment surface and friction stir welded.

6. 6. The method for manufacturing a railway vehicle according to claim 5, a method for manufacturing a railway vehicle, wherein the abutment surface is a straight surface or an arcuate surface, and is formed so as to incline at an acute angle toward the protrusion portion with respect to the width direction of the one panel portion, and the shaft portion of the rotating body is inserted into the width direction end portion including the straight surface or arcuate surface and friction stir welded.

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