Railway vehicles

Abstract

To provide a railway vehicle capable of improving strength at a pier panel part of an outer plate while avoiding an increase in the number of components and an increase in welding steps.SOLUTION: A railway vehicle 10 has a side structure GK in which window openings 11 are formed on an outer plate 2 and bone members 3 are joined vertically and horizontally on an indoor surface side of the outer plate. Shear plates 4 are joined at pier panel parts 2F on the indoor surface side of the outer plate, and the shear plates are formed at a position away from window corner parts MS at the window opening in a vehicle body vertical direction. A window upper transverse bone member 31 positioned and extended above the pier panel part and a window lower transverse bone member 32 positioned and extended below the pier panel part have cross-section hat shapes having two flanges joined on the indoor surface of the outer plate, and flanges 312, 321 on the window opening side of the window upper transverse bone member and the window lower transverse bone member are extended to an upper end 41 and a lower end 42 of the shear plates, and joined on the indoor surface of the outer plate along the upper end and the lower end of the shear plates.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a railway vehicle, and more particularly to a railway vehicle in which the rigidity of a post portion in an outer panel of a side structure having a window opening is increased via a shear plate joined to the inner vehicle surface of the post portion and a window opening side flange portion of a transverse frame member. [Background Art]

[0002] Generally, commuter railway vehicles include a car body supported by front and rear bogies traveling on rails and accommodating passengers. In addition, a plurality of entrance / exit openings for passengers getting on and off are formed in the longitudinal direction of the vehicle in an outer panel of a side structure constituting the car body, and a window opening is formed between the entrance / exit openings with a post portion interposed therebetween. Therefore, the weight of the car body, the load of passengers and the like tend to act as shear stress or bending stress in the vertical direction of the car body on the post portion of the outer panel existing between the front and rear bogies, and various reinforcing structures for the post portion of the outer panel have been studied.

[0003] For example, Patent Document 1 discloses a railway vehicle 100 having a side structure 110 as shown in FIG. 14, in which a window opening 101 is formed, and frame members 103 are joined vertically and horizontally in the vehicle body vertical direction and vehicle body longitudinal direction on the vehicle inner surface side of an outer panel 102, wherein a shear plate 105 is joined to the entire post portion 102F beside the window opening 101 on the vehicle inner surface side of the outer panel 102, the shear plate 105 includes protruding portions 105T protruding up and down of the window opening 101, and a curved portion 105a is formed along the frame shape of the window opening 101 including a window corner R1.

[0004] Furthermore, the railway vehicle 100 is equipped with a horizontal frame member 103a joined to the outer plate 102 above and below the window opening 101. The horizontal frame member 103a has a curved edge portion 1031a formed along the frame shape of the window opening 101, and this curved edge portion 1031a is formed to be continuous with the curved edge portion 105a of the shear plate 105 which is formed corresponding to the window corner portion R1. In addition, the horizontal frame member 103a is connected to the projection 105T of the shear plate 105 by a gusset 106, and the gusset 106 also has a curved edge portion 106a that overlaps with the curved edges 1031a and 105a of the horizontal frame member 103a and projection 105T, respectively.

[0005] Furthermore, Patent Document 2 describes a railway vehicle 200 having a side structure 210 in which the outer panel 201 has a fascia panel 201a, a side panel 201b, and a waist panel 201c, and a window opening 202 is formed therein, and a vertical frame member 203 is joined to the inner surface of the outer panel 201 along the vertical direction of the vehicle body, and a horizontal frame member 204 is joined to the inner surface of the outer panel 201 along the longitudinal direction of the vehicle body, wherein the thickness of the side panel 201b is the same as that of the fascia panel 201a and waist panel 201c A railway vehicle 200 is disclosed, wherein the upper window horizontal frame member 204a, located above the winding section 201F next to the window opening 202, and the lower window horizontal frame member 204b, located below the winding section 201F, are formed to be thicker than the thickness of the plate panel 201c, and the cross section of the upper window horizontal frame member 204a, located above the winding section 201F, have a hat-shaped cross section, and of the two flange sections that contact the inner surface of the outer plate 201, the length of the flange sections 2041a and 2041b on the window opening 202 side is extended compared to the length of the other flange sections 2042a and 2042b.

[0006] Furthermore, the flange portion 2041a of the upper horizontal frame member 204a on the window opening 202 side extends to the connection portion 206 between the fascia panel 201a and the soffit panel 201b, and the flange portion 2041b of the lower horizontal frame member 204b on the window opening 202 side extends to the connection portion 207 between the soffit panel 201b and the waist panel 201c. In addition, the flange portion 203a of the vertical frame member 203 positioned in the soffit section 201F is joined to the inner surface of the outer panel 201, sandwiching the extended flange portions 2041a and 2041b. [Prior art documents] [Patent Documents]

[0007] [Patent Document 1] Japanese Patent Publication No. 2010-12861 [Patent Document 2] Japanese Patent Publication No. 2018-62316 [Overview of the Initiative] [Problems that the invention aims to solve]

[0008] However, the railway vehicles 100 and 200 described in the above-mentioned Patent Documents 1 and 2 had the following problems. In other words, in the railway vehicle 100 of Patent Document 1, the flange portion 1031 on the window opening 101 side of the transverse frame member 103a, which is joined to the outer panel 102 above and below the window opening 101, is cut out so as not to interfere with the projection 105T of the shear plate 105. As a result, a joint (a minute gap) 107 is formed between the flange portion 1031 on the window opening 101 side of the transverse frame member 103a and the projection 105T of the shear plate 105 near the window corner R1 of the window opening 101, where stress due to the weight of the vehicle body and the load of passengers tends to concentrate. Consequently, there was a problem that stress due to the weight of the vehicle body and the load of passengers tends to concentrate on the outer panel 102 at the location of the joint 107, causing distortion in the outer panel 102.

[0009] Furthermore, while it is possible to alleviate stress concentration on the outer plate 102 by connecting the flange portion 1031 on the window opening 101 side of the horizontal frame member 103a and the projection 105T of the shear plate 105 with a gusset 106, it is necessary to newly manufacture the gusset 106 and set and weld the gusset 106 to the flange portion 1031 on the window opening 101 side of the horizontal frame member 103a and the projection 105T of the shear plate 105. As a result, an increase in the number of parts and welding work is unavoidable, which is a problem that leads to increased costs.

[0010] Furthermore, in the railway vehicle 200 described in Patent Document 2, the end of the flange portion 2041a on the window opening 202 side of the upper horizontal frame member 204a is formed at approximately the same position as the connection portion 206 between the skirting panel 201a and the side panel 201b. Also, the end of the flange portion 2041b on the window opening 202 side of the lower horizontal frame member 204b is formed at approximately the same position as the connection portion 207 between the waist panel 201c and the side panel 201b. As a result, there was a problem in that stress due to the weight of the vehicle body and the load of passengers, etc., was concentrated at the connection portion 206 between the skirting panel 201a and the side panel 201b, and at the connection portion 207 between the waist panel 201c and the side panel 201b, which easily led to a decrease in strength. Furthermore, the connection points 206 between the fascia panel 201a and the soffit panel 201b, and the connection points 207 between the wainscoting panel 201c and the soffit panel 201b, required butt welding of panels of different thicknesses, which presented a problem in terms of the difficulty of the welding work.

[0011] This invention was made to solve the aforementioned problems and aims to provide a railway vehicle that can easily improve the strength of the overlapping sections of the outer panels while avoiding an increase in the number of parts and welding work. [Means for solving the problem]

[0012] To achieve the above objective, the railway vehicle according to the present invention has the following configuration. (1) A railway vehicle having a side structure in which window openings are formed in the outer panel, and frame members are joined to the inner side of the outer panel in the vertical and longitudinal directions of the vehicle body, A shear plate is joined to the inner surface of the outer panel at the junction next to the window opening, and the shear plate is formed such that its upper and lower ends are positioned at a distance from the upper and lower corners of the window opening, towards the center of the window opening in the vertical direction of the vehicle body. The window-top horizontal frame member, located above the aforementioned winding section and extending along the longitudinal direction of the vehicle body, and the window-bottom horizontal frame member, located below the aforementioned winding section and extending along the longitudinal direction of the vehicle body, have a hat-shaped cross-section with two flange portions that join to the inner surface of the outer panel. The flange portions of the window opening side of the upper and lower window transverse members are characterized in that they extend to the upper and lower ends of the shear plate, respectively, and are joined to the inner surface of the outer panel along the upper and lower ends of the shear plate.

[0013] In the present invention, a shear plate is joined to the inner surface of the outer panel at the sill portion next to the window opening. The shear plate is formed such that its upper and lower ends are positioned spaced apart from the upper and lower corners of the window opening, closer to the center of the window opening in the vertical direction of the vehicle body. The upper horizontal frame member, located above the sill portion and extending along the longitudinal direction of the vehicle body, and the lower horizontal frame member, located below the sill portion and extending along the longitudinal direction of the vehicle body, have a hat-shaped cross-section with two flange portions that are joined to the inner surface of the outer panel. The flange portions on the window opening side of the upper and lower horizontal frame members extend to the upper and lower ends of the shear plate, respectively, and are joined to the inner surface of the outer panel along the upper and lower ends of the shear plate. Therefore, the joint between the shear plate and the flange portions on the window opening side of the upper and lower horizontal frame members can be positioned spaced apart from the window corners of the window opening, where stress due to the vehicle's weight and passenger loads tends to concentrate. Therefore, stress concentration on the outer panel can be avoided at the aforementioned joint location, thereby reducing the distortion generated in the outer panel.

[0014] Furthermore, since the joints between the shear plate and the upper and lower window frame members can be positioned away from the window corners of the window openings, where stress tends to concentrate due to the weight of the vehicle body and the load of passengers, it is not necessary to connect the flange portions on the window opening side of the upper and lower window frame members to the upper and lower ends of the shear plate with gussets or the like at the joints, thus avoiding an increase in the number of parts and welding work.

[0015] Furthermore, since a shear plate is joined to the interior side of the outer panel at the junction next to the window opening, the junction of the outer panel and the shear plate can be joined from the interior side by laser welding or the like with the two panels stacked together, eliminating the need for butt welding of the outer panels. In addition, the flange portions on the window opening side of the upper and lower horizontal frame members are joined to the interior side of the outer panel along the upper and lower ends of the shear plate, so the junction of the outer panel and the flange portion can be joined from the interior side by laser welding or the like with the two panels stacked together. As a result, each welding and other joining work can be easily performed. Moreover, since each welding and other joining part can be formed at different positions in the junction of the outer panel, changes in stress at the joining parts in the junction of the outer panel can be mitigated, and the strength of the junction of the outer panel can be improved.

[0016] Therefore, according to the present invention, it is possible to provide a railway vehicle that can easily improve the strength of the overlapping sections of the outer panels while avoiding an increase in the number of parts and welding work.

[0017] (2) In the railway vehicles described in (1), The aforementioned outer panel is divided vertically along the vehicle body, and each section is formed with the same thickness. The joints of the divided outer panels are formed at the flange portion of the window-lower horizontal frame member on the side opposite the window opening.

[0018] In this invention, the outer panel is divided vertically along the vehicle body, with each section formed to the same thickness. The joint between the divided outer panels is formed at the flange portion on the side opposite the window opening of the horizontal frame member below the window. Therefore, the vertically divided outer panels can be easily joined from the inside of the vehicle along the longitudinal direction of the vehicle body to the flange portion on the side opposite the window opening of the horizontal frame member below the window, near the joint, by laser welding or the like. As a result, stress from the window corner side of the window opening, where stress tends to concentrate on the joint near the joint of the outer panel due to the vehicle's own weight and passenger loads, can be blocked or reduced by the flange portion on the window opening side of the horizontal frame member below the window and the hat-shaped protrusion. Therefore, the strength of the overlapping sections of the outer panels can be improved more easily and effectively.

[0019] The railway vehicle according to (3) (1), wherein said outer plates are divided in the vertical direction of the vehicle body, and each is formed with the same plate thickness, a joint between the divided outer plates is formed at a position of the shear plate.

[0020] In the present invention, the outer plates are divided in the vertical direction of the vehicle body, each is formed with the same plate thickness, and the joint between the divided outer plates is formed at the position of the shear plate. Therefore, the vertically divided outer plates can each be easily joined to the shear plate near the joint by laser welding or the like. Accordingly, stress from the window corner side of the window opening, where stress due to the self-weight of the vehicle body, the load of passengers and the like tends to concentrate, acting on the joint near the joint of the outer plates, can be blocked or reduced by the flange portions on the window opening side of the upper window transverse member and the lower window transverse member and the shear plate. As a result, the strength at the lapped portion of the outer plates can be further easily and effectively improved.

[0021] The railway vehicle according to (4) (3), wherein an upper transverse member and a lower transverse member extending along the longitudinal direction of the vehicle body are joined to an upper end portion and a lower end portion of said shear plate, respectively, the joint of said outer plates is arranged at an intermediate portion between said upper transverse member and said lower transverse member.

[0022] In the present invention, the upper transverse member and the lower transverse member extending along the longitudinal direction of the vehicle body are joined to the upper end portion and the lower end portion of the shear plate, respectively, and the joint of the outer plates is arranged at the intermediate portion between the upper transverse member and the lower transverse member. Therefore, stress from the window corner side of the window opening, where stress due to the self-weight of the vehicle body, the load of passengers and the like tends to concentrate, acting on the joint near the joint of the outer plates joined to the shear plate along the longitudinal direction of the vehicle body, can be more effectively blocked or reduced by the upper transverse member and the lower transverse member. Accordingly, the strength at the lapped portion of the outer plates can be further improved.

[0023] (5)(1) In the railway vehicles described above, The aforementioned outer panel is divided vertically along the vehicle body, and each section is formed with the same thickness. The joints of the divided outer panels are formed at the position of the flange portion on the window opening side of the horizontal frame member below the window.

[0024] In this invention, the outer panel is divided vertically along the vehicle body, with each section formed to the same thickness. The joint between the divided outer panels is formed at the position of the flange portion on the window opening side of the horizontal frame member below the window. Therefore, the vertically divided outer panels can be easily joined to the flange portion on the window opening side of the horizontal frame member below the window near the joint by laser welding or the like. As a result, stress from the window corner side of the window opening, where stress tends to concentrate on the joint near the seam of the outer panel due to the vehicle's own weight and passenger loads, can be blocked or reduced by the flange portion on the window opening side of the horizontal frame member below the window. Therefore, the strength of the overlapping sections of the outer panels can be improved more easily and effectively.

[0025] (6) In any of the railway vehicles described in any one of (1) to (5), The upper and lower horizontal frame members of the window are characterized in that the flange portions on the window opening side of the window opening have receiving portions for a window frame that is attached to the window opening, formed in the straight regions of the upper and lower edges of the window opening.

[0026] In this invention, the flange portions on the window opening side of the upper and lower window frame members have receiving portions for a window frame that are attached to the window opening, formed in the straight regions of the upper and lower edges of the window opening. Therefore, the receiving portions for the window frame can be easily bent using a bending device that bends the hat-shaped protrusions of the upper and lower window frame members. In other words, the hat-shaped protrusions of the upper and lower window frame members can be bent using a bending device that bends steel plates in a straight line, but the receiving portions for the window frame are formed in the straight regions of the upper and lower edges of the window opening, so they can be easily bent using the same bending device. This eliminates the time and cost of manufacturing a dedicated bending die.

[0027] (7)(6) In the railway vehicles described, The length of the flange portion in the vehicle body in the vertical direction at the location where the receiving portion is formed is shorter than the length of the hat-shaped protrusion of the window upper horizontal frame member and the window lower horizontal frame member in the vehicle body.

[0028] In this invention, the vertical length of the flange portion where the receiving portion is formed is shorter than the vertical length of the hat-shaped protrusions of the upper and lower window frame members. Therefore, the rigidity of the receiving portion relative to the window frame can be supplemented by the rigidity of the hat-shaped protrusions, which are geographically closer. Consequently, the receiving portion for the window frame can be easily formed, and its rigidity can be increased more effectively. [Effects of the Invention]

[0029] According to the present invention, it is possible to provide a railway vehicle that can easily improve the strength of the overlapping sections of the outer panels while avoiding an increase in the number of parts and welding work. [Brief explanation of the drawing]

[0030] [Figure 1] This is a schematic side view of a railway vehicle according to one embodiment of the present invention. [Figure 2] Figure 1 is a side view of the side structure of a railway vehicle, as seen from inside the vehicle. [Figure 3] This is a cross-sectional view taken along line A-A, as shown in Figure 2. [Figure 4] Figure 3 is a schematic cross-sectional view showing the joint between the window sill horizontal member and the shear plate to the outer panel. [Figure 5] Figure 3 is a schematic cross-sectional view showing the joint between the window joist member and the shear plate to the outer panel. [Figure 6] Figure 2 shows a cross-sectional view of the side structure, where (A) shows the BB cross-sectional view shown in Figure 2, and (B) shows the CC cross-sectional view shown in Figure 2. [Figure 7] Figure 6 shows a detailed cross-sectional view of section D. [Figure 8]Figure 7 is a side view of the window-below horizontal frame member as seen from the inside of the vehicle. [Figure 9] Figure 8 shows a cross-sectional view of the EE. [Figure 10] This is a cross-sectional view taken along line A-A in Figure 2 of a railway vehicle relating to the first modified example. [Figure 11] Figure 10 is a schematic cross-sectional view showing the joint between the window-sill horizontal frame member and the shear plate to the outer panel. [Figure 12] This is a cross-sectional view taken along line A-A in Figure 2 of a railway vehicle relating to the second modified example. [Figure 13] Figure 12 is a schematic cross-sectional view showing the joint between the window-below horizontal frame member and the shear plate to the outer panel. [Figure 14] A detailed partial view of a window opening in a railway vehicle as described in Patent Document 1, where (a) shows a side view of the area around the window corner and (b) shows a cross-sectional view thereof. [Figure 15] This is a detailed view of a window opening in a railway vehicle as described in Patent Document 2. [Figure 16] This is a cross-sectional view taken along line X-X, as shown in Figure 15. [Modes for carrying out the invention]

[0031] Next, a railway vehicle according to one embodiment of the present invention will be described in detail with reference to the drawings. Specifically, the configuration and effects of the railway vehicle according to one embodiment of this invention will be described in detail, and then modified examples of this railway vehicle will be described.

[0032] <Configuration and effects of this railway vehicle> The configuration and effects of this railway vehicle will be explained using Figures 1 to 9. Figure 1 shows a schematic side view of a railway vehicle according to one embodiment of the present invention. Figure 2 shows a side view of the side structure of the railway vehicle shown in Figure 1, as seen from the inside of the vehicle. Figure 3 shows a cross-sectional view along A-A shown in Figure 2. Figure 4 shows a schematic cross-sectional view showing the joint between the window-lower horizontal frame member and the shear plate to the outer panel shown in Figure 3. Figure 5 shows a schematic cross-sectional view showing the joint between the window-upper horizontal frame member and the shear plate to the outer panel shown in Figure 3. Figure 6 is a cross-sectional view of the side structure shown in Figure 2, where (A) shows the BB cross-sectional view shown in Figure 2, and (B) shows the CC cross-sectional view shown in Figure 2. Figure 7 shows a detailed cross-sectional view of section D shown in Figure 6. Figure 8 shows a side view of the window-lower horizontal frame member shown in Figure 7, as seen from the inside of the vehicle. Figure 9 shows the EE cross-sectional view shown in Figure 8.

[0033] As shown in Figures 1 to 9, the railway vehicle 10 has a side structure GK in which window openings 11 are formed in the outer panel 2, and frame members 3 are joined to the inner side of the outer panel 2 in the vertical and longitudinal directions of the vehicle body. The outer panel 2 of the side structure GK is made of, for example, a stainless steel plate.

[0034] As shown in Figure 1, the railway vehicle 10 is equipped with a car body 1 that accommodates passengers and is supported by front and rear bogies DS that run on the rails RL. The car body 1 is equipped with a frame DW supported by the bogies DS, end structures TK that stand upright at the front and rear ends of the frame DW, side structures GK that stand upright at both ends of the frame DW, and a roof structure YK that is connected to the upper ends of the end structures TK and side structures GK.

[0035] Furthermore, the outer panel 2 of the side structure GK has multiple entrance / exit openings 12 formed at approximately equal intervals along the longitudinal direction of the vehicle for passengers to get on and off. The entrance / exit openings 12 are opened and closed by the side doors GT. Between the entrance / exit openings 12, window openings 11 are formed separated by a winding section 2F. Here, the side structure GK is formed by connecting a rectangular block GK1, which has a window opening 11 on the outer panel 2 and extends rectangularly to a position adjacent to the entrance / exit openings 12, and a frame-shaped block GK2, which surrounds the periphery of the entrance / exit openings 12 in a frame shape, in the longitudinal direction of the vehicle body. However, it is not necessarily required that the rectangular block GK1 and the frame-shaped block GK2 be connected, and they may be formed in various forms. In addition, at a position adjacent to the end structure TK, there is a side structure GK in which a frame-shaped block GK2a, into which a crew side door GTa can be opened and closed, and a rectangular block GK1a, into which a smaller window opening 11a is formed, are connected.

[0036] Furthermore, as shown in Figures 1 to 5, a shear plate 4 is joined to the side panel 2 of the side structure GK on the interior side of the vehicle, at the sill portion 2F next to the window opening 11. The shear plate 4 is formed such that its upper end 41 and lower end 42 are positioned at a distance from the upper and lower window corners MS of the window opening 11, towards the center of the window opening 11 in the vertical direction of the vehicle body. Here, the side structure GK's outer panel 2 is divided into two parts vertically below the lower edge 112 of the window opening 11, with the outer panel 21(2) above the joint 6 forming the fascia and sill portion, and the outer panel 22(2) below the joint 6 forming the waist panel. The joints Y5, Y6, Y7, and Y8 of the shear plate 4 with respect to the inner surface of the outer panel 2 are formed at the upper end 41, lower end 42, and intermediate portion 43 of the shear plate 4, and are formed in positions that do not interfere with the flange portions 331, 332, 341, and 342 of the upper transverse frame member 33 and lower transverse frame member 34, which are joined to the inner surface side of the upper end 41 and lower end 42 of the shear plate 4.

[0037] The window opening 11 is formed in a roughly rectangular shape, with the upper edge 111 and lower edge 112 extending linearly in the longitudinal direction of the vehicle body, and the front edge 113 and rear edge 114 extending linearly in the vertical direction of the vehicle body. The intersections of the upper and lower edges 111, 112 and the front and rear edges 113, 114 of the window opening 11 form arc-shaped window corners MS (MS1, MS2, MS3, MS4). The shear plate 4 is formed in a rectangular shape at a position spaced apart from the window corners MS (MS1, MS2, MS3, MS4) in the vertical direction of the vehicle body. The length of the shear plate 4 in the vertical direction of the vehicle body is shorter than the length of the linearly formed front and rear edges 113, 114 of the window opening 11 in the vertical direction of the vehicle body. Here, the shear plate 4 is formed to the same thickness as the outer plate 2 (21, 22), but it may be formed to a different thickness from the outer plate 2 (21, 22). The shear plate 4 is made of stainless steel plate, just like the outer plate 2.

[0038] Furthermore, the window upper horizontal frame member 31, located above the winding section 2F and extending along the longitudinal direction of the vehicle body, and the window lower horizontal frame member 32, located below the winding section 2F and extending along the longitudinal direction of the vehicle body, have a hat-shaped cross-section with two flange portions 311, 312, 321, and 322 that are joined to the inner surface of the outer panel 2. In addition, the flange portions 312 and 321 on the window opening 11 side of the window upper horizontal frame member 31 and the window lower horizontal frame member 32 extend to the upper end 41 and lower end 42 of the shear plate 4, respectively, and are joined to the inner surface of the outer panel 2 along the upper end 41 and lower end 42 of the shear plate 4. Furthermore, the joints Y9, Y10, Y4, and Y3 of the flange portions 312 and 321 on the window opening 11 side of the upper horizontal frame member 31 and the lower horizontal frame member 32 with respect to the inner surface of the outer panel 2 are formed at two locations: near the flange tip and near the hat-shaped protrusions 313 and 323, and are formed continuously in the longitudinal direction of the vehicle body. The joints Y11, Y1, and Y2 of the flange portions 311 and 322 on the opposite side of the window opening of the upper horizontal frame member 31 and the lower horizontal frame member 32 with respect to the inner surface of the outer panel 2 are formed continuously in the longitudinal direction of the vehicle body.

[0039] Because the railway vehicle 10 has the above configuration, the joints 5(51, 52) between the shear plate 4 and the flange portions 312 and 321 on the window opening 11 side of the upper horizontal frame member 31 and the lower horizontal frame member 32 can be positioned away from the window corner MS of the window opening 11, where stress tends to concentrate due to the weight of the vehicle body 1 and the load of passengers. Therefore, stress concentration on the outer panel 2 can be avoided at the position of the joints 5(51, 52), and the distortion generated in the outer panel 2 can be reduced.

[0040] Furthermore, since the joints 5(51, 52) between the shear plate 4 and the upper horizontal frame member 31 and the lower horizontal frame member 32 can be positioned away from the window corner MS of the window opening 11, where stress tends to concentrate due to the weight of the vehicle body 1 and the load of passengers, it is not necessary to connect the flange portions 312 and 321 on the window opening 11 side of the upper horizontal frame member 31 and the lower horizontal frame member 32 with the upper end portion 41 and the lower end portion 42 of the shear plate 4 using gussets or the like at the joints 5(51, 52), an increase in the number of parts and an increase in welding work can be avoided.

[0041] Furthermore, since the shear plate 4 is joined to the offset portion 2F next to the window opening 11 on the interior side of the outer panel 2, the offset portion 2F of the outer panel 2 and the shear plate 4 can be joined from the interior side by laser welding or the like with the two panels stacked together, eliminating the need to butt weld the outer panels 2 together. In addition, the flange portions 312 and 321 of the upper horizontal frame member 31 and the lower horizontal frame member 32 on the window opening 11 side are joined to the interior side of the outer panel 2 along the upper end 41 and lower end 42 of the shear plate 4, so the offset portion 2F of the outer panel 2 and the flange portions 312 and 321 can be joined from the interior side by laser welding or the like with the two panels stacked together. Therefore, each welding and other joining work can be easily performed from the interior side. Furthermore, since the joints Y1 to Y11, such as welds, can be formed at different positions in the combined section 2F of the outer plate 2, the stress changes at the joints Y1 to Y11 in the combined section 2F of the outer plate 2 can be mitigated, and the strength of the combined section 2F of the outer plate 2 can be improved.

[0042] Therefore, this railway vehicle 10 makes it possible to provide a railway vehicle 10 that can easily improve the strength of the overlapping section 2F of the outer plate 2 while avoiding an increase in the number of parts and welding work.

[0043] Furthermore, as shown in Figures 1 to 4, in this railway vehicle 10, the outer panels 2 (21, 22) are preferably divided in the vertical direction of the vehicle body, each made of the same thickness, and the joint 6 of the divided outer panels 2 (21, 22) is preferably formed at the position of the flange portion 322 on the side of the window opening of the window lower horizontal frame member 32.

[0044] In this case, the upper and lower divided outer panels 2 (21, 22) can be easily joined to the flange portion 322 on the side opposite the window opening of the window lower horizontal frame member 32 near the joint 6 by laser welding or the like. Therefore, the stress from the window corner MS side of the window opening 11, which tends to concentrate on the joint Y1, Y2 near the joint 6 of the outer panels 2 (21, 22) due to the weight of the vehicle body 1 and the load of passengers, can be blocked or reduced by the flange portion 321 and hat-shaped protrusion 323 on the window opening 11 side of the window lower horizontal frame member 32. Therefore, the strength of the overlapping portion 2F of the outer panels 2 (21, 22) can be improved more easily and effectively. Furthermore, the upper and lower divided outer panels 2 (21, 22) can be continuously joined in the longitudinal direction of the vehicle body by laser welding to the flange portion 322 on the side opposite the window opening of the window lower horizontal frame member 32 near the joint 6.

[0045] Furthermore, as shown in Figures 2, 6 to 9, in this railway vehicle 10, it is preferable that receiving portions 312Z and 321Z for the window frame 7 to be attached to the window opening 11 are formed on the flange portions 312 and 321 of the upper horizontal frame member 31 and the lower horizontal frame member 32 on the window opening 11 side, in the straight region TR of the upper edge 111 and lower edge 112 of the window opening 11. Moreover, it is preferable that the length Q1 of the flange portions 312 and 321 in the vertical direction of the vehicle body at the locations where the receiving portions 312Z and 321Z are formed is shorter than the length Q2 of the hat-shaped protrusions 313 and 323 of the upper horizontal frame member 31 and the lower horizontal frame member 32 in the vertical direction of the vehicle body.

[0046] The receiving portions 312Z and 321Z for the window frame 7 are formed by bending the flange portions 312 and 321 on the window opening 11 side of the upper horizontal frame member 31 and the lower horizontal frame member 32 inward at a right angle. Notches KY are formed at the front and rear ends of the straight region TR of the flange portions 312 and 321 for the receiving portions 312Z and 321Z for the window frame 7. The sealing portion 71 of the window frame 7 is in contact with the receiving portions 312Z and 321Z for the window frame 7.

[0047] In this case, since the receiving portions 312Z and 321Z for the window frame 7 are formed in the straight region TR of the upper edge 111 and lower edge 112 of the window opening 11, the receiving portions 312Z and 321Z for the window frame 7 can be easily bent using a bending device that bends the hat-shaped protrusions 313 and 323 of the upper horizontal frame member 31 and the lower horizontal frame member 32. That is, the hat-shaped protrusions 313 and 323 of the upper horizontal frame member 31 and the lower horizontal frame member 32 can be bent using a bending device that bends steel plates in a straight line, but since the receiving portions 312Z and 321Z for the window frame 7 are formed in the straight region TR of the upper edge 111 and the lower edge 112 of the window opening 11, the receiving portions 312Z and 321Z for the window frame 7 can be easily bent using the same bending device. Therefore, the time and cost of manufacturing a dedicated bending die can be saved.

[0048] Furthermore, if the vertical length Q1 of the flange portions 312 and 321 at the locations where the receiving portions 312Z and 321Z are formed is shorter than the vertical length Q2 of the hat-shaped protrusions 313 and 323 of the upper window horizontal frame member 31 and the lower window horizontal frame member 32, the rigidity of the receiving portions 312Z and 321Z relative to the window frame 7 can be supplemented by the rigidity of the hat-shaped protrusions 313 and 323, which are geographically closer. Therefore, the receiving portions 312Z and 321Z for the window frame 7 can be easily formed, and their rigidity can be increased more effectively.

[0049] Furthermore, as shown in Figures 2 and 6, below the lower horizontal frame member 32 and above the upper horizontal frame member 31, horizontal frame members 3 (35, 35B, 36, 36B) are joined to the inner surface of the outer panels 2 (21, 22) and extend in the longitudinal direction of the vehicle body. In addition, the upper horizontal frame member 31, the lower horizontal frame member 32, the upper horizontal frame member 33, the lower horizontal frame member 34, and the horizontal frame members 3 (35, 35B, 36, 36B) are connected by vertical frame members 3 (37, 38) that extend in the vertical direction of the vehicle body near the front and rear edges 113, 114 of the window opening 11. The vertical frame members 3 (37, 38) described above have a hat-shaped cross-section, and their flange portions 371, 381 are joined to the interior side of the shear plate 4 and to the interior side of the flange portions 312, 321 of the upper horizontal frame member 31 and the lower horizontal frame member 32 on the window opening 11 side, near the front and rear edges 113, 114 of the window opening 11 and the window corner MS. This further improves the rigidity of the blown-in section 2F of the outer panel 2.

[0050] <Variation> Although the railway vehicle 10 according to this embodiment has been described in detail above, the present invention is not limited thereto, and various modifications are possible without departing from its spirit. For example, according to this embodiment, the outer panels 2 (21, 22) are divided in the vertical direction of the vehicle body, each formed with the same thickness, and the joint 6 of the divided outer panels 2 (21, 22) is formed at the position of the flange portion 322 on the side opposite the window opening of the window lower horizontal frame member 32, but it is not necessarily limited to this, and the first and second modifications described below are also acceptable.

[0051] (First variation) For example, in the first modified example of the railway vehicle 10B, as shown in Figures 10 and 11, the outer panel 2B is divided vertically along the vehicle body, each panel being formed with the same thickness, and the joint 6B of the divided outer panel 2B (21B, 22B) is formed at the position of the shear plate 4.

[0052] In this case, the upper and lower divided outer panels 2B (21B, 22B) can be easily joined to the shear plate 4 near the joint 6B by laser welding or the like. Therefore, the stress from the window corner MS side of the window opening 11, where stress tends to concentrate on the joint Y6, Y7 near the joint 6B of the outer panels 2B (21B, 22B) due to the weight of the vehicle body 1 and the load of passengers, can be blocked or reduced by the flange portions 312, 321 on the window opening 11 side of the upper horizontal frame member 31 and the lower horizontal frame member 32 and the shear plate 4. As a result, the strength of the blown-in section 2F of the outer panels 2B (21B, 22B) can be improved more easily and effectively. Furthermore, the upper and lower divided outer panels 2B (21B, 22B) can be continuously joined to the shear plate 4 near the joint 6B by laser welding in the longitudinal direction of the vehicle body.

[0053] Furthermore, in the first modified example of the railway vehicle 10B, the upper end 41 and lower end 42 of the shear plate 4 are joined to an upper transverse member 33 and a lower transverse member 34 that extend along the longitudinal direction of the vehicle body, and it is preferable that the joint 6B of the outer plate 2B (21B, 22B) is located in the intermediate portion 43 between the upper transverse member 33 and the lower transverse member 34.

[0054] In this case, the upper and lower transverse members 33 and 34 can more effectively block or reduce the stress from the window corner MS side of the window opening 11, which tends to concentrate on the joints Y6 and Y7 near the joint 6B of the outer panels 2B (21B, 22B) joined to the shear plate 4 along the longitudinal direction of the vehicle body, due to the weight of the vehicle body 1 and the load of passengers. Therefore, the strength of the overlapping section 2F of the outer panels 2B (21B, 22B) can be further improved.

[0055] (Second variation) For example, in the second modified railway vehicle 10C, as shown in Figures 12 and 13, the outer panel 2C is divided vertically along the vehicle body, with each panel being formed of the same thickness, and the joint 6C of the divided outer panel 2C (21C, 22C) is formed at the position of the flange portion 321 on the window opening side of the window lower horizontal frame member 32.

[0056] In this case, the upper and lower divided outer panels 2C (21C, 22C) can be easily joined to the flange portion 321 on the window opening side of the window lower horizontal frame member 32 near the joint 6C by laser welding or the like. Therefore, the stress from the window corner MS side of the window opening 11, which tends to concentrate on the joint Y3, Y4 near the joint 6C of the outer panels 2C (21C, 22C) due to the weight of the vehicle body 1 and the load of passengers, can be blocked or reduced by the flange portion 321 on the window opening side of the window lower horizontal frame member 32. Therefore, the strength of the overlapping portion 2F of the outer panels 2C (21C, 22C) can be improved more easily and effectively. Furthermore, the upper and lower divided outer panels 2C (21C, 22C) can be continuously joined in the longitudinal direction of the vehicle body by laser welding to the flange portion 321 on the window opening side of the window lower horizontal frame member 32 near the joint 6C.

[0057] <Effects and Effects> As described in detail above, according to the railway vehicles 10, 10B, and 10C of this embodiment, a shear plate 4 is joined to the winding section 2F next to the window opening 11 on the inner surface side of the outer panels 2, 2B, and 2C. The shear plate 4 is formed such that its upper end 41 and lower end 42 are positioned spaced apart from the upper and lower window corners MS in the vertical direction of the vehicle body, closer to the center of the window opening 11. An upper window horizontal frame member 31 is located above the winding section 2F and extends along the longitudinal direction of the vehicle body, and a lower window horizontal frame member 32 is located below the winding section 2F and extends along the longitudinal direction of the vehicle body. These two members are joined to the inner surface of the outer panel 2. The cross-sectional shape is hat-shaped with flange portions 311, 312, 321, and 322. The flange portions 312 and 321 of the upper horizontal frame member 31 and the lower horizontal frame member 32 on the window opening 11 side extend to the upper end 41 and lower end 42 of the shear plate 4, respectively, and are joined to the inner surface of the outer panel 2 along the upper end 41 and lower end 42 of the shear plate 4. Therefore, the joints 5(51, 52) between the shear plate 4 and the flange portions 312 and 321 of the upper horizontal frame member 31 and the lower horizontal frame member 32 on the window opening 11 side can be positioned away from the window corner MS of the window opening 11, where stress tends to concentrate due to the weight of the vehicle body 1 and the load of passengers. As a result, stress concentration on the outer panels 2, 2B, and 2C can be avoided at the position of the joints 5(51, 52), and the distortion generated in the outer panels 2, 2B, and 2C can be reduced.

[0058] Furthermore, since the joints 5(51, 52) between the shear plate 4 and the upper horizontal frame member 31 and the lower horizontal frame member 32 can be positioned away from the window corner MS of the window opening 11, where stress tends to concentrate due to the weight of the vehicle body 1 and the load of passengers, it is not necessary to connect the flange portions 312 and 321 on the window opening 11 side of the upper horizontal frame member 31 and the lower horizontal frame member 32 with the upper end portion 41 and the lower end portion 42 of the shear plate 4 using gussets or the like at the joints 5(51, 52), an increase in the number of parts and an increase in welding work can be avoided.

[0059] Furthermore, since the shear plate 4 is joined to the offset portion 2F next to the window opening 11 on the interior side of the outer panels 2, 2B, and 2C, the offset portion 2F of the outer panels 2, 2B, and 2C and the shear plate 4 can be joined from the interior side by laser welding or the like with the two panels overlapping, eliminating the need to butt weld the outer panels 2 together. In addition, the flange portions 312 and 321 on the window opening 11 side of the upper horizontal frame member 31 and the lower horizontal frame member 32 are joined to the interior side of the outer panels 2, 2B, and 2C along the upper end 41 and lower end 42 of the shear plate 4, so the offset portion 2F of the outer panel 2 and the flange portions 312 and 321 can be joined continuously along the front-rear direction of the vehicle body by laser welding or the like from the interior side with the two panels overlapping. As a result, each welding and other joining work can be easily performed. Furthermore, since the joints Y1 to Y11, such as welds, can be formed at different positions in the combined section 2F of the outer plate 2, the stress changes at the joints Y1 to Y11 in the combined section 2F of the outer plate 2 can be mitigated, and the strength of the combined section 2F of the outer plate 2 can be improved.

[0060] Therefore, according to this embodiment, it is possible to provide railway vehicles 10, 10B, and 10C that can easily improve the strength of the combined portion 2F of the outer plates 2, 2B, and 2C while avoiding an increase in the number of parts and welding work.

[0061] Furthermore, according to this embodiment, the outer panel 2 is divided vertically in the vehicle body direction, each part being formed with the same thickness, and the joint 6 of the divided outer panel 2 (21, 22) is formed at the position of the flange portion 322 on the side opposite the window opening of the window lower horizontal frame member 32. Therefore, the vertically divided outer panel 2 (21, 22) can be easily joined to the flange portion 322 on the side opposite the window opening of the window lower horizontal frame member 32 near the joint 6 by laser welding or the like. As a result, stress from the window corner MS side of the window opening 11, where stress tends to concentrate on the joint Y1, Y2 near the joint 6 of the outer panel 2 (21, 22) due to the weight of the vehicle body 1 and the load of passengers, can be blocked or reduced by the flange portion 321 and hat-shaped protrusion 323 on the window opening 11 side of the window lower horizontal frame member 32. Therefore, the strength of the blown-in section 2F of the outer panel 2 (21, 22) can be improved more easily and effectively.

[0062] Furthermore, according to this embodiment, the outer panel 2B is divided vertically in the vehicle body direction, each part is formed with the same thickness, and the joint 6B of the divided outer panel 2B (21B, 22B) is formed at the position of the shear plate 4. Therefore, the upper and lower divided outer panel 2B (21B, 22B) can be easily joined to the shear plate 4 near the joint 6B by laser welding or the like. As a result, stress from the window corner MS side of the window opening 11, where stress tends to concentrate on the joint Y6, Y7 near the joint 6B of the outer panel 2B (21B, 22B) due to the weight of the vehicle body 1 and the load of passengers, can be blocked or reduced by the flange portions 312, 321 on the window opening 11 side of the upper horizontal frame member 31 and the lower horizontal frame member 32 and the shear plate 4. Therefore, the strength of the blown-in section 2F of the outer panel 2B (21B, 22B) can be improved more easily and effectively.

[0063] Furthermore, according to this embodiment, upper transverse member 33 and lower transverse member 34, which extend in the longitudinal direction of the vehicle body, are joined to the inner surface side of the upper end 41 and lower end 42 of the shear plate 4, and the joint 6B of the outer panel 2B (21B, 22B) is located in the intermediate part 43 between the upper transverse member 33 and the lower transverse member 34. Therefore, the stress from the window corner MS side of the window opening 11, which tends to concentrate on the joint Y6, Y7 near the joint 6B of the outer panel 2B (21B, 22B) joined to the shear plate 4 in the longitudinal direction of the vehicle body, can be more effectively blocked or reduced by the upper transverse member 33 and the lower transverse member 34, due to the stress from the window corner MS side of the window opening 11, which tends to concentrate due to the weight of the vehicle body 1 and the load of passengers. As a result, the strength of the blown-in section 2F of the outer panel 2B (21B, 22B) can be further improved.

[0064] Furthermore, according to this embodiment, the outer panel 2C is divided vertically in the vehicle body direction, each panel being formed with the same thickness, and the joint 6C of the divided outer panel 2C (21C, 22C) is formed at the position of the flange portion 321 on the window opening side of the window lower horizontal frame member 32. Therefore, the vertically divided outer panel 2C (21C, 22C) can be easily joined to the flange portion 321 on the window opening side of the window lower horizontal frame member 32 near the joint 6C by laser welding or the like. As a result, stress from the window corner MS side of the window opening 11, where stress tends to concentrate on the joint Y3, Y4 near the joint 6C of the outer panel 2C (21C, 22C) due to the weight of the vehicle body 1 and the load of passengers, can be blocked or reduced by the flange portion 321 on the window opening side of the window lower horizontal frame member 32. Therefore, the strength of the overlapping portion 2F of the outer panel 2C (21C, 22C) can be improved more easily and effectively.

[0065] Furthermore, according to this embodiment, the flange portions 312Z and 321Z for the window frame 7, which is attached to the window opening 11, are formed on the flange portions 312 and 321 on the window opening 11 side of the upper horizontal frame member 31 and the lower horizontal frame member 32 in the straight region TR of the upper edge 111 and lower edge 112 of the window opening 11. Therefore, the receiving portions 312Z and 321Z for the window frame 7 can be easily bent using a bending device that bends the hat-shaped protrusions 313 and 323 of the upper horizontal frame member 31 and the lower horizontal frame member 32. In other words, the hat-shaped protrusions 313 and 323 of the upper horizontal frame member 31 and the lower horizontal frame member 32 can be bent using a bending device that bends steel plates in a straight line, but the receiving portions 312Z and 321Z for the window frame 7 are formed in the straight region TR of the upper edge 111 and lower edge 112 of the window opening 11, so they can be easily bent using the same bending device. Therefore, the time and cost of manufacturing a dedicated bending die can be eliminated.

[0066] Furthermore, according to this embodiment, the vertical length Q1 of the flange portions 312 and 321 at the locations where the receiving portions 312Z and 321Z are formed is shorter than the vertical length Q2 of the hat-shaped protrusions 313 and 323 of the upper window horizontal frame member 31 and the lower window horizontal frame member 32. Therefore, the rigidity of the receiving portions 312Z and 321Z relative to the window frame 7 can be supplemented by the rigidity of the hat-shaped protrusions 313 and 323, which are geographically closer. Consequently, the receiving portions 312Z and 321Z for the window frame 7 can be easily formed, and their rigidity can be increased more effectively. [Industrial applicability]

[0067] The present invention can be used in a railway vehicle in which the rigidity of the side structure having a window opening is increased through a shear plate joined to the inner surface of the side structure and the window opening side flange portion of the transverse frame member. [Explanation of symbols]

[0068] 1. Vehicle body 2, 2B, 2C outer panels 2F Blowout section 3. Ridge members, horizontal rib members, vertical rib members 4 Shear Plates 5, 51, 52 joints 6, 6B, 6C joint 10, 10B, 10C Railway Vehicles 11 Window opening 12 Entrance / Exit Opening 21, 21B, 21C outer panels 22, 22B, 22C outer panels 31 Horizontal frame member above window 32 Horizontal frame member below window 33 Upper transverse member 34 Lower transverse member 41 Upper end 42 Lower end 43 Middle section 111 Upper edge 112 Lower edge 311, 312, 321, 322 Flange section 312Z, 321Z receiving part 313, 323 Hat-shaped protrusion GK side structure MS, MS1, MS2, MS3, MS4 window corner TR linear region

Claims

1. A railway vehicle having a side structure in which window openings are formed in the outer panel, and frame members are joined to the inner side of the outer panel in the vertical and longitudinal directions of the vehicle body, A shear plate is joined to the inner surface of the outer panel at the junction next to the window opening, and the shear plate is formed such that its upper and lower ends are positioned at a distance from the upper and lower corners of the window opening, towards the center of the window opening in the vertical direction of the vehicle body. The window-upper horizontal frame member, located above the aforementioned winding section and extending along the longitudinal direction of the vehicle body, and the window-lower horizontal frame member, located below the aforementioned winding section and extending along the longitudinal direction of the vehicle body, have a hat-shaped cross-section with two flange portions that join to the inner surface of the outer panel. The flange portions of the window opening side of the upper and lower window transverse members extend to the upper and lower ends of the shear plate, respectively, and are joined to the inner surface of the outer panel along the upper and lower ends of the shear plate. The aforementioned outer panel is divided vertically along the vehicle body, and each section is formed with the same thickness. A railway vehicle characterized in that the joint of the divided outer panel is formed at the position of the flange portion on the side opposite the window opening of the horizontal frame member below the window.

2. A railway vehicle having a side structure in which a window opening is formed in the outer panel, and frame members are joined to the inner side of the outer panel in the vertical and longitudinal directions of the vehicle body, A shear plate is joined to the inner surface of the outer panel at the junction next to the window opening, and the shear plate is formed such that its upper and lower ends are positioned at a distance from the upper and lower corners of the window opening, towards the center of the window opening in the vertical direction of the vehicle body. The window-upper horizontal frame member, located above the aforementioned winding section and extending along the longitudinal direction of the vehicle body, and the window-lower horizontal frame member, located below the aforementioned winding section and extending along the longitudinal direction of the vehicle body, have a hat-shaped cross-section with two flange portions that join to the inner surface of the outer panel. The flange portions of the window opening side of the upper and lower window transverse members extend to the upper and lower ends of the shear plate, respectively, and are joined to the inner surface of the outer panel along the upper and lower ends of the shear plate. The outer panel is divided vertically along the vehicle body, with each section being formed of the same thickness, and the joint between the divided outer panels is formed at the position of the shear plate. Upper and lower transverse members, extending in the longitudinal direction of the vehicle body, are joined to the inner surface of the upper and lower ends of the shear plate. A railway vehicle characterized in that the joint of the outer plate is located in the intermediate part between the upper transverse member and the lower transverse member.

3. In the railway vehicle described in Claim 1 or Claim 2, A railway vehicle characterized in that the flange portions on the window opening side of the upper horizontal frame member and the lower horizontal frame member of the window have receiving portions for a window frame that are attached to the window opening formed in the straight regions of the upper and lower edges of the window opening.

4. In the railway vehicle described in Claim 3, A railway vehicle characterized in that the length of the flange portion in the vertical direction of the vehicle body at the location where the receiving portion is formed is shorter than the length of the hat-shaped protrusion of the window upper horizontal frame member and the window lower horizontal frame member in the vertical direction of the vehicle body.

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