JP2021070422A

JP2021070422A - Railway vehicle

Info

Publication number: JP2021070422A
Application number: JP2019198923A
Authority: JP
Inventors: 健悟大橋; Kengo Ohashi
Original assignee: Nippon Sharyo Ltd
Current assignee: Nippon Sharyo Ltd
Priority date: 2019-10-31
Filing date: 2019-10-31
Publication date: 2021-05-06
Anticipated expiration: 2039-10-31
Also published as: JP7340415B2

Abstract

To provide a railway vehicle which reduces an anxiety for a worker to suffer a disaster.SOLUTION: In a vehicle body of a railway vehicle in this invention, an outer plate 20 comprises a plane part 27 extending in a vertical direction of the vehicle and a slope part 26 connected to the plane part 27 and inclined toward an in-vehicle side. A bone part member 30 comprises a plurality of first lateral bone members 35a bonded to the plane part 27, second lateral bone members 35b bonded to the slope part 26, a plurality of pier panel columns 32 bonded to in-vehicle side faces of the first lateral bone members 35a and the second lateral bone members 35b, a vertical bone 33 below a window and a vertical bone 34 above a window. As a height from an in-vehicle side face of the plane part 27 of the outer plate 20 to an in-vehicle side face of the first lateral bone members 35a is set as a first height H1 and a height from an in-vehicle side face of the slope part 26 of the outer plate 20 to an in-vehicle side face of the second lateral bone members 35b is set as a second height H2, processes to cut the pier panel columns 32, the vertical bone 33 bellow a window and the vertical bone 34 above a window are not required. Therefore, an anxiety for a worker to suffer a disaster is reduced.SELECTED DRAWING: Figure 3

Description

本発明は鉄道車両に関し、特に、作業者の被災の虞を低減できる鉄道車両に関するものである。 The present invention relates to a railroad vehicle, and more particularly to a railroad vehicle capable of reducing the risk of damage to workers.

鉄道車両の側構体は、外板に骨部材を接合して形成される。例えば、特許文献１には、外板に複数の横骨部材（幕帯部材２１ｂ、腰帯部材２１ｃ、長土台部材２１ｄ及び外板補強骨２３）と複数の縦骨部材（側柱２１ａ及び外板補強骨２３）とが接合される技術が記載されている。 The side structure of a railroad vehicle is formed by joining a bone member to an outer plate. For example, in Patent Document 1, a plurality of lateral bone members (curtain band member 21b, pelvic girdle member 21c, long base member 21d and outer plate reinforcing bone 23) and a plurality of vertical bone members (side columns 21a and outer plate) are provided on the outer plate. A technique for joining the reinforcing bone 23) is described.

特開２００２−１０４１８０号公報（例えば、段落０００７、図４、図５など）Japanese Unexamined Patent Publication No. 2002-104180 (for example, paragraph 0007, FIG. 4, FIG. 5, etc.)

しかしながら、特許文献１に開示される技術では、複数の横骨部材の高さがそれぞれ異なるため、それら複数の横骨部材に縦骨部材を接合する場合、横骨部材の高さの差を吸収するために縦骨部材に切削加工により切欠きを形成する必要がある。そのため、現場で切削加工を行う場合には、飛散する切粉等により作業者が被災する虞があるという問題点がある。 However, in the technique disclosed in Patent Document 1, since the heights of the plurality of transverse bone members are different from each other, when the longitudinal bone members are joined to the plurality of transverse bone members, the difference in height of the transverse bone members is absorbed. It is necessary to form a notch in the vertical bone member by cutting. Therefore, when cutting is performed on-site, there is a problem that the operator may be damaged by scattered chips and the like.

本発明は上述した問題点を解決するためになされたものであり、作業者の被災の虞を低減できる鉄道車両を提供することを目的とする。 The present invention has been made to solve the above-mentioned problems, and an object of the present invention is to provide a railway vehicle capable of reducing the risk of damage to workers.

この目的を達成するために本発明の鉄道車両は、外板と、その外板の車内側の面に接合された骨部材とを備えたものであり、前記外板は、車両上下方向に延設される平面部と、その平面部に接続され車内側へ向けて傾斜される傾斜部とを備え、前記骨部材は、前記平面部に接合される複数の第１の骨部材と、前記傾斜部に接合される第２の骨部材と、それら複数の第１の骨部材および複数の第２の骨部材に交差され、前記複数の第１の骨部材の車内側の面および前記複数の第２の骨部材の車内側の面に接合される複数の第３の骨部材とを備え、前記平面部の車内側の面から前記複数の第１の骨部材の車内側の面までの高さが第１の高さに設定され、前記外板の傾斜部の車内側の面から前記複数の第２の骨部材の車内側の面までの高さが第２の高さに設定され、前記第１の高さと前記第２の高さとが異なる高さとされる。 In order to achieve this object, the railroad vehicle of the present invention includes an outer plate and a bone member joined to the inner surface of the outer plate, and the outer plate extends in the vertical direction of the vehicle. The bone member includes a plurality of first bone members joined to the flat surface portion and an inclined portion connected to the flat surface portion and inclined toward the inside of the vehicle, and the inclined portion. A second bone member joined to the portion, and the plurality of first bone members and the plurality of second bone members intersecting with each other, the vehicle inner surface of the plurality of first bone members and the plurality of first bone members. A plurality of third bone members joined to the vehicle inner surface of the two bone members, and the height from the vehicle inner surface of the flat surface portion to the vehicle inner surface of the plurality of first bone members. Is set to the first height, and the height from the vehicle inner surface of the inclined portion of the outer plate to the vehicle inner surface of the plurality of second bone members is set to the second height. The first height and the second height are different heights.

請求項１記載の鉄道車両によれば、外板は、車両上下方向に延設される平面部と、その平面部に接続され車内側へ向けて傾斜される傾斜部とを備え、骨部材は、平面部に接合される複数の第１の骨部材と、傾斜部に接合される第２の骨部材と、それら複数の第１の骨部材および複数の第２の骨部材に交差され、複数の第１の骨部材の車内側の面および複数の第２の骨部材の車内側の面に接合される複数の第３の骨部材とを備え、平面部の車内側の面から複数の第１の骨部材の車内側の面までの高さが第１の高さに設定され、外板の傾斜部の車内側の面から複数の第２の骨部材の車内側の面までの高さが第２の高さに設定されるので、複数の第３の骨部材に切削加工を施すことを不要とできる。よって、作業者の被災の虞を低減できる。 According to the railway vehicle according to claim 1, the outer plate includes a flat portion extending in the vertical direction of the vehicle and an inclined portion connected to the flat portion and inclined toward the inside of the vehicle, and the bone member is , A plurality of first bone members joined to a flat portion, a second bone member joined to an inclined portion, a plurality of the first bone members and a plurality of second bone members intersected with each other. A plurality of third bone members joined to the vehicle inner surface of the first bone member and the vehicle inner surface of the plurality of second bone members, and a plurality of third bone members from the vehicle inner surface of the flat surface portion. The height of one bone member to the vehicle inner surface is set to the first height, and the height from the vehicle inner surface of the inclined portion of the outer plate to the vehicle inner surface of the plurality of second bone members. Is set to the second height, so that it is not necessary to cut the plurality of third bone members. Therefore, the risk of damage to the worker can be reduced.

更に、第１の高さと第２の高さとが異なる高さとされるので、平面部と傾斜部とにおいて、それぞれの部位に適した構造を採用し易くできる。 Further, since the first height and the second height are different heights, it is possible to easily adopt a structure suitable for each portion in the flat surface portion and the inclined portion.

請求項２記載の鉄道車両によれば、請求項１記載の鉄道車両の奏する効果に加え、複数の第１の骨部材および複数の第２の骨部材は、車両長手方向に沿って延設され、第２の高さが第１の高さよりも低くされるので、床面積を拡大でき、その分、乗車定員を増加することができる。 According to the railway vehicle according to claim 2, in addition to the effect of the railway vehicle according to claim 1, the plurality of first bone members and the plurality of second bone members are extended along the longitudinal direction of the vehicle. Since the second height is made lower than the first height, the floor area can be expanded and the passenger capacity can be increased accordingly.

請求項３記載の鉄道車両によれば、請求項１又は２に記載の鉄道車両の奏する効果に加え、複数の第１の骨部材および複数の第２の骨部材は、車両長手方向に沿って延設され、第１の高さ及び第２の高さは、複数の第１の骨部材の車内側の面および複数の第２の骨部材の車内側の面から複数の第３の骨部材の車内側の面までの高さである第３の高さよりも低くされるので、鉄道車両の重量の低減を効果的に行うことができる。複数の第１の骨部材および複数の第２の骨部材は、車両長手方向に沿って延設され、鉄道車両の重量に占める割合が大きいためである。一方、複数の第１の骨部材の車内側の面および複数の第２の骨部材の車内側の面から複数の第３の骨部材の車内側の面までの高さである第３の高さが高く形成されるので、複数の第３の骨部材により鉄道車両の強度の低下を防ぐことができる。これらにより、鉄道車両の重量の低減と強度の確保との両立を図ることができる。 According to the railroad vehicle according to claim 3, in addition to the effects of the railroad vehicle according to claim 1 or 2, the plurality of first bone members and the plurality of second bone members are provided along the longitudinal direction of the vehicle. Extended, the first height and the second height are a plurality of third bone members from the vehicle inner surface of the plurality of first bone members and the vehicle inner surface of the plurality of second bone members. Since it is made lower than the third height, which is the height to the inner surface of the car, the weight of the railcar can be effectively reduced. This is because the plurality of first bone members and the plurality of second bone members are extended along the longitudinal direction of the vehicle and occupy a large proportion of the weight of the railway vehicle. On the other hand, a third height, which is the height from the vehicle inner surface of the plurality of first bone members and the vehicle inner surface of the plurality of second bone members to the vehicle inner surface of the plurality of third bone members. Since the height is formed high, it is possible to prevent a decrease in the strength of the railroad vehicle by the plurality of third bone members. As a result, it is possible to reduce the weight of the railway vehicle and secure the strength at the same time.

また、外板（平面部または傾斜部）の車内側の面から複数の第１の骨部材の車内側の面または複数の第２の骨部材の車内側の面までの高さが低く形成されることで、鉄道車両において複数の第３の骨部材が非配設とされる部位の空間を有効に活用できる。 Further, the height from the inner surface of the outer plate (flat surface or inclined portion) to the inner surface of the plurality of first bone members or the inner surface of the plurality of second bone members is formed to be low. As a result, it is possible to effectively utilize the space of the portion where the plurality of third bone members are not arranged in the railroad vehicle.

請求項４記載の鉄道車両によれば、請求項２又は３に記載の鉄道車両の奏する効果に加え、外板は、車両長手方向に間隔を隔てて配設される複数の開口部を備え、複数の第３の骨部材は、車両上下方向において前記複数の開口部よりも長く形成されると共に複数の開口部の間に配設される吹寄せ柱と、複数の開口部の所定の開口部の上方または下方に配設される窓縦骨とを備えるので、鉄道車両の部位に応じた強度を確保できる。詳細には、外板に開口部が形成され、吹寄せ柱を配設できない部位であっても、窓縦骨が配設されることで開口部の上方または下方の強度を確保できる。 According to the railway vehicle according to the fourth aspect, in addition to the effect of the railway vehicle according to the second or third aspect, the outer panel includes a plurality of openings arranged at intervals in the longitudinal direction of the vehicle. The plurality of third bone members are formed to be longer than the plurality of openings in the vertical direction of the vehicle and are arranged between the plurality of openings and a predetermined opening of the plurality of openings. Since it is provided with a window vertical bone arranged above or below, it is possible to secure strength according to the part of the railway vehicle. More specifically, even in a portion where the opening is formed in the outer plate and the blow-up column cannot be arranged, the strength above or below the opening can be ensured by arranging the window longitudinal bone.

請求項５記載の鉄道車両によれば、請求項４記載の鉄道車両の奏する効果に加え、吹寄せ柱または窓縦骨は、平面部および傾斜部にそれぞれ接合される基礎骨部材と、それら基礎骨部材を連結する繋ぎ金とを備えるので、基礎骨部材が外板の形状に沿って屈曲されることを抑制できる。即ち、基礎骨部材に曲げ加工が施されることを不要とでき、製造コストを低減できる。また、屈曲による基礎骨部材の強度の低下を抑制できる。 According to the railroad vehicle according to the fifth aspect, in addition to the effect of the railroad vehicle according to the fourth aspect, the blown column or the window vertical bone is a basic bone member joined to the flat surface portion and the inclined portion, respectively, and their basic bones. Since it is provided with a connecting metal for connecting the members, it is possible to prevent the basic bone member from being bent along the shape of the outer plate. That is, it is not necessary to bend the basic bone member, and the manufacturing cost can be reduced. In addition, it is possible to suppress a decrease in the strength of the basic bone member due to bending.

また、一対の基礎骨部材が繋ぎ金により連結されることで、一方の基礎骨部材に荷重が作用した場合、その荷重を一方および他方の基礎骨部材で支持でき、複数の第３の骨部材の強度の低下を抑制できる。 Further, by connecting the pair of foundation bone members with a binder, when a load acts on one foundation bone member, the load can be supported by one and the other foundation bone member, and a plurality of third bone members can be supported. It is possible to suppress a decrease in the strength of.

請求項６記載の鉄道車両によれば、請求項２記載の鉄道車両の奏する効果に加え、外板は、平面部と前記傾斜部とを接続すると共に湾曲して形成される湾曲部を備え、湾曲部の湾曲の曲率半径は、湾曲部の板厚の２００倍以下に設定されるので、外板における湾曲した領域を少なくでき、その分、傾斜部に接合できる第２の骨部材の本数を確保できる。よって、第２の高さを低くして、乗車定員の増加を図りつつ、傾斜部の強度を確保できる。 According to the railway vehicle according to claim 6, in addition to the effect of the railway vehicle according to claim 2, the outer plate includes a curved portion formed by connecting the flat surface portion and the inclined portion and forming a curved portion. Since the radius of curvature of the curvature of the curved portion is set to 200 times or less the plate thickness of the curved portion, the curved region of the outer plate can be reduced, and the number of second bone members that can be joined to the inclined portion can be reduced accordingly. Can be secured. Therefore, the strength of the inclined portion can be secured while increasing the passenger capacity by lowering the second height.

また、湾曲部の湾曲の半径が、湾曲部の板厚の２００倍以下に設定されることで、外板の面外方向への強度を確保できる。 Further, by setting the radius of curvature of the curved portion to 200 times or less the plate thickness of the curved portion, the strength of the outer plate in the out-of-plane direction can be ensured.

一方、湾曲部の湾曲の曲率半径は、湾曲部の板厚の３０倍以上に設定されるので、湾曲部の加工性を確保できる。 On the other hand, since the radius of curvature of the curvature of the curved portion is set to 30 times or more the plate thickness of the curved portion, the workability of the curved portion can be ensured.

第１実施形態における鉄道車両の斜視図である。It is a perspective view of the railroad vehicle in 1st Embodiment. 鉄道車両の車内側から見た部分拡大図である。It is a partial enlarged view seen from the inside of a railroad vehicle. （ａ）は、図２のＩＩＩａ−ＩＩＩａ線における鉄道車両の断面図であり、（ｂ）は、図３（ａ）のＩＩＩｂ部における鉄道車両の部分拡大断面図である。(A) is a cross-sectional view of a railroad vehicle on the line IIIa-IIIa of FIG. 2, and (b) is a partially enlarged cross-sectional view of the railroad car of the part IIIb of FIG. 3 (a). （ａ）は、鉄道車両の車内側から見た部分拡大図であり、（ｂ）は、図４（ａ）のＩＶｂ−ＩＶｂ線における鉄道車両の部分拡大断面図である。(A) is a partially enlarged view of the railway vehicle as seen from the inside of the vehicle, and (b) is a partially enlarged sectional view of the railway vehicle on the IVb-IVb line of FIG. 4 (a). （ａ）は、第２実施形態における鉄道車両の部分拡大図であり、（ｂ）は、図５（ａ）のＶｂ−Ｖｂ線における鉄道車両の部分拡大断面図である。(A) is a partially enlarged view of the railroad vehicle in the second embodiment, and (b) is a partially enlarged cross-sectional view of the railroad vehicle on the Vb-Vb line of FIG. 5 (a). （ａ）は、第３実施形態における鉄道車両の部分拡大図であり、（ｂ）は、図６（ａ）のＶＩｂ−ＶＩｂ線における鉄道車両の部分拡大断面図である。(A) is a partially enlarged view of the railroad vehicle in the third embodiment, and (b) is a partially enlarged cross-sectional view of the railroad vehicle on the VIb-VIb line of FIG. 6 (a). （ａ）は、第４実施形態における鉄道車両の部分拡大断面図であり、図５（ａ）のＶｂ−Ｖｂ線における断面に対応し、（ｂ）は、第５実施形態における鉄道車両の部分拡大断面図であり、図３（ａ）のＩＩＩｂ部における断面に対応する。(A) is a partially enlarged cross-sectional view of the railroad vehicle in the fourth embodiment, corresponding to the cross-sectional view taken along the line Vb-Vb of FIG. 5 (a), and (b) is the portion of the railcar in the fifth embodiment. It is an enlarged cross-sectional view and corresponds to the cross section in part IIIb of FIG. 3 (a).

以下、好ましい実施の形態について、添付図面を参照して説明する。まず、図１から図３を参照して、第１実施形態における鉄道車両１０の構成について説明する。図１は、第１実施形態における鉄道車両１０の斜視図である。図２は、鉄道車両１０の車内側から見た部分拡大図である。図３（ａ）は、図２のＩＩＩａ−ＩＩＩａ線における鉄道車両１０の断面図であり、図３（ｂ）は、図３（ａ）のＩＩＩｂ部における鉄道車両１０の部分拡大断面図である。 Hereinafter, preferred embodiments will be described with reference to the accompanying drawings. First, the configuration of the railway vehicle 10 in the first embodiment will be described with reference to FIGS. 1 to 3. FIG. 1 is a perspective view of a railroad vehicle 10 according to the first embodiment. FIG. 2 is a partially enlarged view of the railway vehicle 10 as viewed from the inside. 3 (a) is a cross-sectional view of the railroad vehicle 10 on the line IIIa-IIIa of FIG. 2, and FIG. 3 (b) is a partially enlarged cross-sectional view of the railroad car 10 in the portion IIIb of FIG. 3 (a). ..

なお、図１中の矢印Ｆ−Ｂ，矢印Ｕ−Ｄ及び矢印Ｌ−Ｒは、鉄道車両１０の前後方向（車両長手方向）、上下方向（車両上下方向）及び左右方向（車幅方向）をそれぞれ表しており、図２から図７においても同様とする。また、図１は、模式的に図示され、図２以降においても同様であるので、その説明は省略する。また、図２では、左方側（矢印Ｌ方向側）に配設される側構体１１を車内側から見た図が図示され、図４以降においても同様であるので、その説明は省略する。 The arrows FB, UD, and LR in FIG. 1 refer to the front-rear direction (vehicle longitudinal direction), vertical direction (vehicle vertical direction), and horizontal direction (vehicle width direction) of the railway vehicle 10. Each is represented, and the same applies to FIGS. 2 to 7. Further, FIG. 1 is schematically shown, and the same applies to FIGS. 2 and later, and thus the description thereof will be omitted. Further, in FIG. 2, a view of the side structure 11 arranged on the left side (the side in the direction of the arrow L) as viewed from the inside of the vehicle is shown, and the same applies to FIGS. 4 and later, so the description thereof will be omitted.

図１に示すように、鉄道車両１０は、側構体１１、屋根構体１２、妻構体１３及び台枠（図示せず）から構成される。図２及び図３に示すように、側構体１１は、外板２０と、外板２０の車内側に溶接により接合される骨部材３０とを主に備えて構成される。 As shown in FIG. 1, the railroad vehicle 10 is composed of a side structure 11, a roof structure 12, a wife structure 13, and an underframe (not shown). As shown in FIGS. 2 and 3, the side structure 11 mainly includes an outer plate 20 and a bone member 30 joined to the inside of the outer plate 20 by welding.

外板２０は、鉄道車両１０の前後方向（矢印Ｆ−Ｂ方向）に延びる腰板２１と、腰板２１の上方（矢印Ｕ方向）に配設される幕板２２と、腰板２１及び幕板２２の車内側（矢印Ｒ方向側）に配設されるシアプレート２３と、を主に備えて構成される。 The outer plate 20 is a wainscot 21 extending in the front-rear direction (arrow FB direction) of the railway vehicle 10, a curtain plate 22 arranged above the wainscot 21 (arrow U direction), and the wainscot 21 and the curtain plate 22. It is mainly provided with a shear plate 23 arranged inside the vehicle (on the side in the direction of arrow R).

腰板２１、幕板２２及びシアプレート２３は、金属材料の板材から形成される。腰板２１と幕板２２とは、互いに向き合う前後方向に沿った長辺２１ａ，２２ａ（図４（ｂ）参照）が所定の間隔（本実施形態では、略４ｍｍ）だけ隔てて突き合わされて同一面上に並べて配設される。本実施形態では、外板２０（腰板２１、幕板２２及びシアプレート２３）の板厚は、略２ｍｍに設定される。 The wainscot 21, curtain plate 22, and shear plate 23 are formed of a metal plate material. The wainscot 21 and the curtain plate 22 have long sides 21a and 22a (see FIG. 4B) facing each other in the front-rear direction, but are butted against each other by a predetermined interval (approximately 4 mm in the present embodiment) and are flush with each other. Arranged side by side on top. In the present embodiment, the thickness of the outer plate 20 (waist plate 21, curtain plate 22 and shear plate 23) is set to approximately 2 mm.

また、腰板２１、幕板２２には、前後方向において同一となる位置に複数の切欠きが形成され、それらの切欠きにより窓となる開口部２４ａ，２４ｂや乗降口となる開口部２５が形成される。なお、開口部２４ａは、開口部２４ｂよりも前後方向において長く形成され、本実施形態では、開口部２４ａは略１６１０ｍｍに、開口部２４ｂは略８１０ｍｍに、それぞれ設定される。 Further, the wainscot 21 and the curtain plate 22 are formed with a plurality of notches at the same positions in the front-rear direction, and these notches form openings 24a and 24b as windows and openings 25 as entrances and exits. Will be done. The opening 24a is formed longer than the opening 24b in the front-rear direction, and in the present embodiment, the opening 24a is set to about 1610 mm and the opening 24b is set to about 810 mm.

また、腰板２１には、車内側へ向けて傾斜される傾斜部２６が形成され、傾斜部２６は、腰板２１の下方側（矢印Ｄ方向側）に配設される。また、傾斜部２６の上方側には、上下方向（矢印Ｕ−Ｄ方向）に延びる平面部２７が形成され、傾斜部２６及び平面部２７の間には、車外側（矢印Ｌ方向側）へ向けて凸となる円弧状に湾曲して形成される湾曲部２８が形成される。 Further, the wainscot 21 is formed with an inclined portion 26 that is inclined toward the inside of the vehicle, and the inclined portion 26 is arranged on the lower side (arrow D direction side) of the wainscot 21. Further, a flat surface portion 27 extending in the vertical direction (arrow UD direction) is formed on the upper side of the inclined portion 26, and between the inclined portion 26 and the flat surface portion 27, toward the outside of the vehicle (arrow L direction side). A curved portion 28 formed by being curved in an arc shape that is convex toward the direction is formed.

湾曲部２８は、傾斜部２６及び平面部２７を接続（連結）する部位であり、本実施形態では、湾曲部２８の車内側の面における曲率半径は、略１００ｍｍ（湾曲部２８の曲率半径が外板２０の板厚の略５０倍）に設定される。湾曲部２８の曲率半径が外板２０（湾曲部２８）の板厚の３０倍以上に設定されるので、湾曲部の加工性を確保できる。 The curved portion 28 is a portion that connects (connects) the inclined portion 26 and the flat surface portion 27, and in the present embodiment, the radius of curvature of the curved portion 28 on the vehicle inner surface is approximately 100 mm (the radius of curvature of the curved portion 28 is It is set to approximately 50 times the plate thickness of the outer plate 20). Since the radius of curvature of the curved portion 28 is set to 30 times or more the plate thickness of the outer plate 20 (curved portion 28), the workability of the curved portion can be ensured.

シアプレート２３は、外板２０の強度を向上させるためのものであり、開口部２４ａ，２４ｂを取り囲んで配設される。本実施形態では、腰板２１と幕板２２との隙間が略４ｍｍに設定されるため、シアプレート２３が車外側（矢印Ｌ方向側）から視認され難い。これにより、シアプレート２３の車外側の面に塗装を施すことやベルトグラインド加工を施すことを不要とでき、製造コストを低減できる。 The shear plate 23 is for improving the strength of the outer plate 20, and is arranged so as to surround the openings 24a and 24b. In the present embodiment, since the gap between the waist plate 21 and the curtain plate 22 is set to approximately 4 mm, the shear plate 23 is difficult to see from the outside of the vehicle (the side in the direction of arrow L). As a result, it is not necessary to paint or belt grind the outer surface of the shear plate 23, and the manufacturing cost can be reduced.

ここで、図４を参照して、腰板２１及び幕板２２とシアプレート２３との接合構造について説明する。図４（ａ）は、鉄道車両１０の車内側から見た部分拡大図であり、図４（ｂ）は、図４（ａ）のＩＶｂ−ＩＶｂ線における鉄道車両１０の部分拡大断面図である。なお、図４では、外板２０及び骨部材３０の一部（横骨部材３１）のみが図示され、図５以降においても同様であるので、その説明は省略する。 Here, with reference to FIG. 4, the joint structure of the waist plate 21, the curtain plate 22, and the shear plate 23 will be described. FIG. 4 (a) is a partially enlarged view of the railway vehicle 10 as viewed from the inside, and FIG. 4 (b) is a partially enlarged sectional view of the railway vehicle 10 on the IVb-IVb line of FIG. 4 (a). .. Note that, in FIG. 4, only a part of the outer plate 20 and the bone member 30 (horizontal bone member 31) is shown, and the same applies to FIGS. 5 and later, so the description thereof will be omitted.

図４に示すように、シアプレート２３は、腰板２１及び幕板２２の長辺２１ａ，２２ａを跨ぎつつ前後方向（矢印Ｆ−Ｂ方向）に沿って腰板２１及び幕板２２の車内側（矢印Ｒ方向側）の面に重ねられる。腰板２１及び幕板２２とシアプレート２３とは、レーザ溶接により形成される第１の接合部４１及び第２の接合部４２により接合される。 As shown in FIG. 4, the shear plate 23 straddles the long sides 21a and 22a of the wainscot 21 and the curtain plate 22 and extends along the front-rear direction (arrow FB direction) inside the wainscot 21 and the curtain plate 22 (arrows). It is overlapped on the surface on the R direction side). The waist plate 21, the curtain plate 22, and the shear plate 23 are joined by a first joint portion 41 and a second joint portion 42 formed by laser welding.

第１の接合部４１及び第２の接合部４２は、腰板２１及び幕板２２とシアプレート２３とが連続して接合される部位である。第１の接合部４１は、長辺２１ａ，２２ａから所定の距離（本実施形態では、１０ｍｍ）だけ離れた位置に前後方向に沿って部分溶け込み溶接により形成され、第２の接合部４２は、シアプレート２３の上下方向両端部となる位置に、その両端部（前後方向）に沿って隅肉溶接により形成される。第１の接合部４１に加え第２の接合部４２が形成されることで、腰板２１及び幕板２２とシアプレート２３との接合強度が大きくされる。 The first joint portion 41 and the second joint portion 42 are portions where the waist plate 21, the curtain plate 22, and the shear plate 23 are continuously joined. The first joint portion 41 is formed by partial penetration welding along the front-rear direction at a position separated from the long sides 21a and 22a by a predetermined distance (10 mm in the present embodiment), and the second joint portion 42 is formed. It is formed by fillet welding along both ends (front-back direction) of the shear plate 23 at both ends in the vertical direction. By forming the second joint portion 42 in addition to the first joint portion 41, the joint strength between the wainscot 21 and the curtain plate 22 and the shear plate 23 is increased.

なお、部分溶け込み溶接とは、第１の接合部４１が所定の溶融深さに形成される一定のレーザビーム（図示せず）の出力および移動速度で行われる溶接であり、所定の深さとは、腰板２１及び幕板２２の車外側（矢印Ｌ方向側）の面が溶融されない（腰板２１及び幕板２２を貫通しない）深さに設定される。 The partial penetration welding is welding performed at a constant laser beam (not shown) output and moving speed in which the first joint portion 41 is formed at a predetermined melting depth, and the predetermined depth is The depth is set so that the surfaces of the wainscot 21 and the curtain plate 22 on the outside of the vehicle (on the side of the arrow L) are not melted (do not penetrate the wainscot 21 and the curtain plate 22).

本実施形態では、シアプレート２３側から腰板２１及び幕板２２側（車内側から車外側）へ向けてレーザビーム（図示せず）が照射されるため、腰板２１及び幕板２２の車外側の面に第１の接合部４１が露呈しない。また、第２の接合部４２は、腰板２１及び幕板２２の車内側の面に形成される。これらにより、鉄道車両１０の見栄えが悪化することを抑制できる。 In the present embodiment, since the laser beam (not shown) is irradiated from the shear plate 23 side toward the wainscot 21 and the curtain plate 22 side (from the inside of the vehicle to the outside of the vehicle), the wainscot 21 and the curtain plate 22 are on the outside of the vehicle. The first joint 41 is not exposed on the surface. Further, the second joint portion 42 is formed on the inner surface of the wainscot 21 and the curtain plate 22. As a result, it is possible to prevent the appearance of the railway vehicle 10 from deteriorating.

また、腰板２１及び幕板２２とシアプレート２３との接合工程において、レーザビーム（図示せず）が車内側から車外側へ向けて照射されることで第１の接合部４１及び第２の接合部４２が形成される。従って、外板２０の接合工程に続けて外板２０の車内側の面に骨部材３０を接合させることができ、外板２０を反転させることを不要とできる。その結果、製造コストを低減できる。 Further, in the joining step between the wainscot 21 and the curtain plate 22 and the shear plate 23, a laser beam (not shown) is irradiated from the inside of the vehicle to the outside of the vehicle to join the first joint portion 41 and the second joint portion 41 and the second joint. The portion 42 is formed. Therefore, the bone member 30 can be joined to the vehicle inner surface of the outer plate 20 following the joining step of the outer plate 20, and it is not necessary to invert the outer plate 20. As a result, the manufacturing cost can be reduced.

ここで、腰板２１、幕板２２又はシアプレート２３の製作精度等により腰板２１又は幕板２２とシアプレート２３との間に隙間が生じることや、レーザビームの照射機の性能等により第１の接合部４１が腰板２１又は幕板２２に達しない（溶接欠陥が生じる）虞がある。この場合、腰板２１又は幕板２２とシアプレート２３とは接合されず、水密性が確保されない。また、第１の接合部４１の先端（車外側の端部）は視認不能であり、第１の接合部４１が腰板２１又は幕板２２に達していることが確認できず、水密性が確保されているか確認できない。 Here, the first is that a gap is generated between the wainscot 21 or the curtain plate 22 and the shear plate 23 due to the manufacturing accuracy of the wainscot 21, the curtain plate 22 or the shear plate 23, the performance of the laser beam irradiator, and the like. There is a possibility that the joint portion 41 does not reach the waist plate 21 or the curtain plate 22 (welding defects occur). In this case, the wainscot 21 or the curtain plate 22 and the shear plate 23 are not joined, and watertightness is not ensured. Further, the tip of the first joint 41 (the end on the outside of the vehicle) is invisible, and it cannot be confirmed that the first joint 41 reaches the wainscot 21 or the curtain plate 22, ensuring watertightness. I can't confirm if it is done.

これに対し、本実施形態では、第２の接合部４２により腰板２１又は幕板２２とシアプレート２３との接合が行われるため、水密性を確保できる。また、第２の接合部４２は、シアプレート２３の上下方向両端部であって、腰板２１又は幕板２２の車内側の面に形成されるため視認可能であり、溶接欠陥が生じた場合、その溶接欠陥を作業者は視認できる。このように、第２の接合部４２が視認可能とされることで、水密性の検査を容易に行うことができ、水密性をより確実に確保できる。 On the other hand, in the present embodiment, since the waist plate 21 or the curtain plate 22 and the shear plate 23 are joined by the second joint portion 42, watertightness can be ensured. Further, the second joint 42 is visible at both ends of the shear plate 23 in the vertical direction because it is formed on the inner surface of the wainscot 21 or the curtain plate 22, and when a welding defect occurs, it is visible. The operator can visually recognize the welding defect. By making the second joint portion 42 visible in this way, the watertightness can be easily inspected and the watertightness can be more reliably ensured.

ここで、第２の接合部４２が形成された後に第１の接合部４１が形成される場合では、第１の接合部４１が形成された後に第２の接合部４２が形成される場合と比較して腰板２１、幕板２２又はシアプレート２３に生じるひずみが大きくなる虞がある。これに対し、本実施形態では、第１の接合部４１が形成された後に第２の接合部４２が形成される。これにより、腰板２１又は幕板２２とシアプレート２３との間の隙間が小さい状態で後に行われる溶接（隅肉溶接）を行う（第２の接合部４２が形成される）ことができるため、第２の接合部４２に溶接欠陥が生じることを低減できる。 Here, in the case where the first joint portion 41 is formed after the second joint portion 42 is formed, the case where the second joint portion 42 is formed after the first joint portion 41 is formed and the case where the second joint portion 42 is formed. In comparison, the strain generated on the wainscot 21, the curtain plate 22, or the shear plate 23 may be larger. On the other hand, in the present embodiment, the second joint portion 42 is formed after the first joint portion 41 is formed. As a result, welding (fillet welding) to be performed later can be performed (a second joint portion 42 is formed) in a state where the gap between the wainscot 21 or the curtain plate 22 and the shear plate 23 is small. It is possible to reduce the occurrence of welding defects in the second joint portion 42.

また、シアプレート２３を介して腰板２１と幕板２２とが接合されるため、腰板２１又は幕板２２の一方の端部にせぎり加工を施すことを不要とでき、製造コストを低減できる。また、外板２０の強度を向上させる機能と、腰板２１と幕板２２とを接合する機能とにシアプレート２３を兼用させることで、部品種別を削減でき、製造コストを低減できる。 Further, since the wainscot 21 and the curtain plate 22 are joined via the shear plate 23, it is not necessary to perform a shaving process on one end of the wainscot 21 or the curtain plate 22, and the manufacturing cost can be reduced. Further, by using the shear plate 23 for both the function of improving the strength of the outer plate 20 and the function of joining the waist plate 21 and the curtain plate 22, the number of parts types can be reduced and the manufacturing cost can be reduced.

図１から図３に戻って説明する。骨部材３０は、鉄道車両１０（側構体１１）の強度を確保するためのものであり、前後方向（矢印Ｆ−Ｂ方向）に沿った姿勢で外板２０の車内側（矢印Ｒ方向側）の面に接合される横骨部材３１と、上下方向（矢印Ｕ−Ｄ方向）に沿った姿勢で横骨部材３１の車内側の面に接合される吹寄せ柱３２、窓下縦骨３３及び窓上縦骨３４と、を主に備えて構成される。これら骨部材３０の各部材は、金属材料の板材からハット状に形成される。なお、骨部材３０の各部材の車内側の面とは、骨部材３０の最も車内側に形成される面と定義する。 It will be described back to FIG. 1 to FIG. The bone member 30 is for ensuring the strength of the railroad vehicle 10 (side structure 11), and is in a posture along the front-rear direction (arrow FB direction) and inside the outer plate 20 (arrow R direction side). The crossbone member 31 joined to the surface of the crossbone member 31, the blown column 32 joined to the inner surface of the crossbone member 31 in the vertical direction (arrow UD direction), the vertical bone 33 under the window, and the window. It is mainly composed of an upper longitudinal bone 34. Each member of these bone members 30 is formed in a hat shape from a plate material made of a metal material. The inner surface of each member of the bone member 30 is defined as the innermost surface of the bone member 30.

横骨部材３１は、前後方向に沿った姿勢、言い換えると、外板２０の第１の接合部４１及び第２の接合部４２に沿った姿勢で接合される。また、横骨部材３１は、第１の接合部４１及び第２の接合部４２とは異なる位置において外板２０に接合される。これらにより、外板２０及び横骨部材３１の接合部と第１の接合部４１及び第２の接合部４２とが重なることを抑制できる。その結果、接合部が重なることに起因する接合強度の低下を抑制できる。また、外板２０の接合工程に続けて外板２０の車内側の面に骨部材３０を接合させることができ、外板２０を反転させることを不要とできる。これにより、製造コストを低減できる。 The lateral bone member 31 is joined in a posture along the anteroposterior direction, in other words, in a posture along the first joint portion 41 and the second joint portion 42 of the outer plate 20. Further, the lateral bone member 31 is joined to the outer plate 20 at a position different from that of the first joint portion 41 and the second joint portion 42. As a result, it is possible to prevent the joint portion of the outer plate 20 and the lateral bone member 31 from overlapping with the first joint portion 41 and the second joint portion 42. As a result, it is possible to suppress a decrease in joint strength due to overlapping joint portions. Further, the bone member 30 can be joined to the vehicle inner surface of the outer plate 20 following the joining step of the outer plate 20, and it is not necessary to invert the outer plate 20. As a result, the manufacturing cost can be reduced.

横骨部材３１は、前後方向に沿った姿勢で外板２０の一端から他端にかけて形成され、腰板２１の平面部２７又は幕板２２に接合される第１の横骨部材３５ａと、腰板２１の傾斜部２６に接合される第２の横骨部材３５ｂと、シアプレート２３に接合される第３の横骨部材３５ｃとから構成される。第１の横骨部材３５ａ、第２の横骨部材３５ｂ及び第３の横骨部材３５ｃは、上下方向に所定の距離を隔ててそれぞれ配設され、本実施形態では、第１の横骨部材３５ａ及び第２の横骨部材３５ｂは３箇所に、第３の横骨部材３５ｃは２箇所に、それぞれ配設される。 The cross bone member 31 is formed from one end to the other end of the outer plate 20 in a posture along the front-rear direction, and is joined to the flat surface portion 27 or the curtain plate 22 of the waist plate 21 with the first cross bone member 35a and the waist plate 21. It is composed of a second cross bone member 35b joined to the inclined portion 26 of the above and a third cross bone member 35c joined to the shear plate 23. The first horizontal bone member 35a, the second horizontal bone member 35b, and the third horizontal bone member 35c are respectively arranged at a predetermined distance in the vertical direction, and in the present embodiment, the first horizontal bone member The 35a and the second lateral bone member 35b are arranged at three places, and the third horizontal bone member 35c is arranged at two places, respectively.

なお、開口部２４ａ，２４ｂの間に配設される第３の横骨部材３５ｃと、開口部２５と開口部２４ｂとの間に配設される第３の横骨部材３５ｃとは、前後方向における長さが異なる以外は同一であるため、同一の符号を付して説明する。 The third transverse bone member 35c arranged between the openings 24a and 24b and the third transverse bone member 35c arranged between the opening 25 and the opening 24b are in the front-rear direction. Since they are the same except that the lengths in the above are different, they will be described with the same reference numerals.

本実施形態では、外板２０（腰板２１、幕板２２又はシアプレート２３）の車内側の面から横骨部材３１の車内側の面までの高さを横骨部材３１の高さと定義し、第１の横骨部材３５ａの高さ（以下「第１の高さＨ１」と称す）は、第２の横骨部材３５ｂの高さ（以下「第２の高さＨ２」と称す）よりも高く形成される。言い換えると、第２の高さＨ２は、第１の高さＨ１よりも低く形成される。 In the present embodiment, the height from the vehicle inner surface of the outer plate 20 (waist plate 21, curtain plate 22 or shear plate 23) to the vehicle inner surface of the transverse bone member 31 is defined as the height of the transverse bone member 31. The height of the first transverse bone member 35a (hereinafter referred to as "first height H1") is higher than the height of the second transverse bone member 35b (hereinafter referred to as "second height H2"). Formed high. In other words, the second height H2 is formed lower than the first height H1.

これにより、鉄道車両１０の床面積を拡大でき、その分、乗車定員を増加することができる。このように、第１の高さＨ１と第２の高さＨ２とが異なる高さとされるので、平面部２７と傾斜部２６とにおいて、それぞれの部位に適した構造を採用し易くできる。 As a result, the floor area of the railroad vehicle 10 can be expanded, and the passenger capacity can be increased accordingly. As described above, since the first height H1 and the second height H2 have different heights, it is possible to easily adopt a structure suitable for each portion in the flat surface portion 27 and the inclined portion 26.

なお、本実施形態では、第１の高さＨ１は、略１９ｍｍに設定され、第２の高さＨ２は、略１５ｍｍに設定される。第３の横骨部材３５ｃの高さは、第１の高さＨ１よりもシアプレート２３の板厚だけ低く形成される。これにより、外板２０の車内側の面から第１の横骨部材３５ａ及び第３の横骨部材３５ｃの車内側の面までの高さは略同一に形成され、第１の横骨部材３５ａ及び第３の横骨部材３５ｃの車内側の面は、略同一面上に形成される。その結果、横骨部材３１に吹寄せ柱３２を接合するための吹寄せ柱３２の切削加工を不要とでき、製造コストを低減できる。 In the present embodiment, the first height H1 is set to about 19 mm, and the second height H2 is set to about 15 mm. The height of the third lateral bone member 35c is formed to be lower than the first height H1 by the plate thickness of the shear plate 23. As a result, the heights from the inner surface of the outer plate 20 to the inner surface of the first lateral bone member 35a and the third lateral bone member 35c are formed to be substantially the same, and the first lateral bone member 35a is formed. The inner surface of the third lateral bone member 35c is formed on substantially the same surface. As a result, it is possible to eliminate the need for cutting of the blown column 32 for joining the blown column 32 to the lateral bone member 31, and it is possible to reduce the manufacturing cost.

上述したように、腰板２１の湾曲部２８の曲率半径が外板２０の板厚の略５０倍に設定される、即ち、湾曲部２８の曲率半径が外板２０（湾曲部２８）の板厚の２００倍以下に設定されるので、外板２０（腰板２１）における湾曲した領域を少なくでき、その分、傾斜部２６に接合できる第２の横骨部材３５ｂの本数を確保できる。よって、第２の高さＨ２を低くして、乗車定員の増加を図りつつ、傾斜部２６の強度を確保できる。 As described above, the radius of curvature of the curved portion 28 of the wainscot 21 is set to be approximately 50 times the plate thickness of the outer plate 20, that is, the radius of curvature of the curved portion 28 is the plate thickness of the outer plate 20 (curved portion 28). Since it is set to 200 times or less of the above, the curved region of the outer plate 20 (waist plate 21) can be reduced, and the number of the second lateral bone members 35b that can be joined to the inclined portion 26 can be secured accordingly. Therefore, the strength of the inclined portion 26 can be secured while increasing the passenger capacity by lowering the second height H2.

ここで、例えば、腰板２１の平面部２７の下端に曲率半径が略１５００ｍｍである湾曲部が接続される場合、腰板２１における傾斜部の割合が小さくなり傾斜部に接合される第２の横骨部材３５ｂの本数が少なくなる。若しくは、傾斜部に加え、湾曲部に第２の横骨部材３５ｂが接合される。 Here, for example, when a curved portion having a radius of curvature of approximately 1500 mm is connected to the lower end of the flat portion 27 of the wainscot 21, the proportion of the inclined portion in the wainscot 21 becomes small and the second lateral bone joined to the inclined portion is formed. The number of members 35b is reduced. Alternatively, in addition to the inclined portion, a second lateral bone member 35b is joined to the curved portion.

傾斜部に接合される第２の横骨部材３５ｂが少ない場合、傾斜部の強度を確保するために第２の横骨部材３５ｂの高さが高く形成され、鉄道車両１０の床面積が縮小し、乗車定員が減少する虞がある。 When the number of the second lateral bone members 35b joined to the inclined portion is small, the height of the second lateral bone member 35b is formed high in order to secure the strength of the inclined portion, and the floor area of the railroad vehicle 10 is reduced. , There is a risk that the passenger capacity will decrease.

傾斜部に加え、湾曲部に第２の横骨部材３５ｂが接合される場合、湾曲部と第２の横骨部材３５ｂとの接合面に隙間が生じ、溶接欠陥が生じ易くなる虞がある。 When the second transverse bone member 35b is joined to the curved portion in addition to the inclined portion, a gap is formed in the joint surface between the curved portion and the second transverse bone member 35b, and there is a possibility that welding defects are likely to occur.

また、湾曲部に第２の横骨部材３５ｂが接合される場合、湾曲部に接合される第２の横骨部材３５ｂの車内側の面は、第１の横骨部材３５ａ（第３の横骨部材３５ｃ）及び傾斜部に接合される第２の横骨部材３５ｂの車内側の面と非同一面とされるため、湾曲部に接合される第２の横骨部材３５ｂと吹寄せ柱３２及び窓下縦骨３３との接合が困難となる。このような接合を回避するため、湾曲部に接合される第２の横骨部材３５ｂの高さを低くし、湾曲部に接合される第２の横骨部材３５ｂと吹寄せ柱３２及び窓下縦骨３３とを非接合とする場合、鉄道車両１０の強度が低下する虞がある。 When the second transverse bone member 35b is joined to the curved portion, the inner surface of the second transverse bone member 35b joined to the curved portion is the first transverse bone member 35a (third lateral bone member 35a). Since the surface of the second lateral bone member 35b joined to the bone member 35c) and the inclined portion is not the same as the inner surface of the vehicle, the second lateral bone member 35b joined to the curved portion and the blown column 32 and It becomes difficult to join with the vertical bone 33 under the window. In order to avoid such joining, the height of the second cross bone member 35b joined to the curved portion is lowered, and the second cross bone member 35b joined to the curved portion, the blow-up column 32, and the vertical column under the window. When the bone 33 is not joined, the strength of the railroad vehicle 10 may decrease.

これに対し、本実施形態では、湾曲部２８の曲率半径が外板２０の板厚の略５０倍に設定されるため、外板２０（腰板２１）における湾曲部２８の領域を少なくでき、その分、傾斜部２６に接合できる第２の横骨部材３５ｂの本数を確保できる。 On the other hand, in the present embodiment, since the radius of curvature of the curved portion 28 is set to be approximately 50 times the plate thickness of the outer plate 20, the region of the curved portion 28 in the outer plate 20 (waist plate 21) can be reduced. The number of second lateral bone members 35b that can be joined to the inclined portion 26 can be secured.

また、第２の横骨部材３５ｂが湾曲部２８に接合されることを抑制でき、溶接欠陥が生じ易くなることを抑制できる。また、外板２０の面外方向への強度を確保でき、外板２０の座屈や波打ち形状を抑制でき、鉄道車両１０の見栄えを向上できる。なお、湾曲部２８の曲率半径は、外板２０の板厚の２００倍以下に設定されることが望ましい。 Further, it is possible to prevent the second lateral bone member 35b from being joined to the curved portion 28, and it is possible to suppress the tendency for welding defects to occur. Further, the strength of the outer plate 20 in the out-of-plane direction can be ensured, the buckling and wavy shape of the outer plate 20 can be suppressed, and the appearance of the railway vehicle 10 can be improved. The radius of curvature of the curved portion 28 is preferably set to 200 times or less the plate thickness of the outer plate 20.

吹寄せ柱３２は、前後方向において開口部２４ａ，２４ｂの間や開口部２４ｂと開口部２５との間に配設され、上下方向において外板２０の上端から下端にかけて形成される。窓下縦骨３３は開口部２４ａの下方側（矢印Ｄ方向側）に、窓上縦骨３４は開口部２４ａの上方側（矢印Ｕ方向側）に、それぞれ配設される。 The blow-up pillar 32 is arranged between the openings 24a and 24b in the front-rear direction and between the openings 24b and the opening 25, and is formed from the upper end to the lower end of the outer plate 20 in the vertical direction. The subwindow vertical bone 33 is arranged on the lower side (arrow D direction side) of the opening 24a, and the window upper vertical bone 34 is arranged on the upper side (arrow U direction side) of the opening 24a.

このように、外板２０に開口部２４ａが形成されることで、吹寄せ柱３２が前後方向において開口部２４ａの外形（略１６１０ｍｍ）だけ隔てて配設される場合であっても、吹寄せ柱３２の間に窓下縦骨３３及び窓上縦骨３４が配設されることで側構体１１の強度の低下を抑制（強度を確保）できる。 By forming the opening 24a in the outer plate 20 in this way, even when the blowing columns 32 are arranged so as to be separated by the outer shape (approximately 1610 mm) of the opening 24a in the front-rear direction, the blowing columns 32 By arranging the subwindow vertical bone 33 and the window superior vertical bone 34 between the two, it is possible to suppress a decrease in the strength of the side structure 11 (ensure the strength).

また、前後方向における側構体１１の強度を吹寄せ柱３２、窓下縦骨３３及び窓上縦骨３４により確保する構造とすることで、第１の高さＨ１及び第２の高さＨ２を横骨部材３１の車内側の面から吹寄せ柱３２、窓下縦骨３３及び窓上縦骨３４の車内側の面までの高さよりもそれぞれ低くできる。 Further, by adopting a structure in which the strength of the side structure 11 in the front-rear direction is secured by the blow-in column 32, the vertical bone 33 below the window, and the vertical bone 34 above the window, the first height H1 and the second height H2 are laterally arranged. The height can be lower than the height from the inner surface of the bone member 31 to the inner surface of the blown column 32, the vertical bone 33 below the window, and the vertical bone 34 above the window.

本実施形態では、横骨部材３１の車内側の面から吹寄せ柱３２、窓下縦骨３３及び窓上縦骨３４の車内側の面までの高さをそれぞれ吹寄せ柱３２の高さ、窓下縦骨３３の高さ及び窓上縦骨３４の高さとそれぞれ定義する。吹寄せ柱３２の高さ、窓下縦骨３３の高さ及び窓上縦骨３４の高さは略同一に形成され、それらの高さ（以下「第３の高さＨ３」と称す）は、略６０ｍｍに設定される。 In the present embodiment, the heights from the inner surface of the crossbone member 31 to the inner surface of the blown column 32, the vertical bone 33 below the window, and the vertical bone 34 above the window are the height of the blown column 32 and the height under the window, respectively. It is defined as the height of the vertical bone 33 and the height of the vertical bone 34 on the window, respectively. The height of the blow-up column 32, the height of the subwindow vertical bone 33, and the height of the suprawindow vertical bone 34 are formed to be substantially the same, and their heights (hereinafter referred to as "third height H3") are It is set to about 60 mm.

横骨部材３１は、前後方向に沿って延設され、側構体１１の重量に占める横骨部材３１の割合が大きい。かかる横骨部材３１の高さ（第１の高さＨ１及び第２の高さＨ２）が低く形成されることで、側構体１１の重量の低減を効果的に行うことができる。 The cross bone member 31 is extended along the anteroposterior direction, and the ratio of the cross bone member 31 to the weight of the side structure 11 is large. By forming the heights of the lateral bone member 31 (first height H1 and second height H2) low, the weight of the side structure 11 can be effectively reduced.

一方、第３の高さＨ３が高く形成されることで、側構体１１の強度の低下を抑制できる。これらにより、側構体１１の重量の低減と強度の確保との両立を図ることができる。 On the other hand, by forming the third height H3 high, it is possible to suppress a decrease in the strength of the side structure 11. As a result, it is possible to reduce the weight of the side structure 11 and secure the strength at the same time.

また、外板２０と内装パネル（図示せず）との間に形成される空間を活用し易くできる。窓下縦骨３３及び窓上縦骨３４は、開口部２４ｂの上方側および下方側にはそれぞれ非配設とされ、吹寄せ柱３２が前後方向において開口部２４ｂの外形（略８１０ｍｍ）だけ隔てて配設される場合、開口部２４ｂの上方側または下方側において、外板２０と内装パネル（図示せず）との間に形成される空間を利用することで、例えば、開口部２４ｂに配設される窓（図示せず）を側構体１１の厚さを増大させること無く落とし窓構造（上下方向に開閉できる開閉式窓）とすることができる。 Further, the space formed between the outer panel 20 and the interior panel (not shown) can be easily utilized. The subwindow longitudinal bone 33 and the window superior longitudinal bone 34 are not arranged on the upper side and the lower side of the opening 24b, respectively, and the blowing columns 32 are separated by the outer shape (approximately 810 mm) of the opening 24b in the front-rear direction. When arranged, for example, by utilizing the space formed between the outer plate 20 and the interior panel (not shown) on the upper side or the lower side of the opening 24b, the arrangement is made in the opening 24b, for example. The window (not shown) can be a drop window structure (openable / closable window that can be opened / closed in the vertical direction) without increasing the thickness of the side structure 11.

また、窓上縦骨３４は、窓下縦骨３３よりも少なく配設され、本実施形態では、窓上縦骨３４は２箇所配設され、窓下縦骨３３は３箇所配設される。これにより、開口部２４ａが形成され、吹寄せ柱３２が配設されない部位であっても窓下縦骨３３又は窓上縦骨３４が配設されることで、側構体１１の強度を確保しつつ第１の高さＨ１及び第２の高さＨ２を低くでき、側構体１１の重量を低減できる。 Further, the upper window vertical bone 34 is arranged less than the lower window vertical bone 33, and in the present embodiment, the upper window vertical bone 34 is arranged at two places and the lower window vertical bone 33 is arranged at three places. .. As a result, the opening 24a is formed, and even in the portion where the blow-up column 32 is not arranged, the subwindow vertical bone 33 or the window superior vertical bone 34 is arranged, so that the strength of the side structure 11 is secured. The first height H1 and the second height H2 can be lowered, and the weight of the side structure 11 can be reduced.

また、開口部２４ａの上方と下方とで側構体１１の強度に差をつけることができる（開口部２４ａの上方よりも下方において側構体１１の強度を大きくできる）。これにより、側構体１１の部位（開口部２４ａの上方と下方）に応じた強度を確保しつつ、側構体１１の重量を低減できる。 Further, the strength of the side structure 11 can be different between the upper side and the lower side of the opening 24a (the strength of the side structure 11 can be increased below the upper side of the opening 24a). As a result, the weight of the side structure 11 can be reduced while ensuring the strength according to the portion of the side structure 11 (above and below the opening 24a).

ここで、例えば、腰板２１の平面部２７及び幕板２２において、開口部２４ａの上方に配設される横骨部材の高さと開口部２４ａの下方に配設される横骨部材の高さとに差をつけることで、側構体１１の重量を低減させると共に、上下方向における側構体１１の強度に差をつけることが考えられる。 Here, for example, in the flat surface portion 27 and the curtain plate 22 of the wainscot 21, the height of the cross bone member arranged above the opening 24a and the height of the cross bone member arranged below the opening 24a are set. By making a difference, it is conceivable to reduce the weight of the side structure 11 and to make a difference in the strength of the side structure 11 in the vertical direction.

この場合、横骨部材と吹寄せ柱３２との干渉を抑制するために、吹寄せ柱３２に切削加工を施すことで作業者が被災する虞がある。これに対し、本実施形態では、平面部２７に接合される第１の横骨部材３５ａの高さ及びシアプレート２３に接合される第３の横骨部材３５ｃの高さが第１の高さＨ１に設定され、傾斜部２６に接合される第２の横骨部材３５ｂの高さが第２の高さＨ２に設定される（横骨部材３１の高さが、平面部２７及び傾斜部２６においてそれぞれ同一に設定される）ので、上述した切削加工を不要とでき、作業者の被災の虞を低減できる。 In this case, in order to suppress the interference between the lateral bone member and the blowing column 32, there is a risk that the operator will be damaged by cutting the blowing column 32. On the other hand, in the present embodiment, the height of the first cross bone member 35a joined to the flat surface portion 27 and the height of the third cross bone member 35c joined to the shear plate 23 are the first heights. The height of the second transverse bone member 35b which is set to H1 and is joined to the inclined portion 26 is set to the second height H2 (the height of the transverse bone member 31 is the flat surface portion 27 and the inclined portion 26). Since they are set to be the same in each case), the above-mentioned cutting process can be eliminated, and the risk of damage to the operator can be reduced.

吹寄せ柱３２及び窓下縦骨３３は、腰板２１の傾斜部２６（第２の横骨部材３５ｂ）に配設される基礎骨部材３７ａと、その基礎骨部材３７ａの上方において、腰板２１の平面部２７、幕板２２又はシアプレート２３（第１の横骨部材３５ａ又は第３の横骨部材３５ｃ）に配設される基礎骨部材３７ｂと、それら基礎骨部材３７ａ，３７ｂに接合（連結）される繋ぎ金３８とを主に備えて構成される。 The blow-up column 32 and the subwindow vertical bone 33 are a flat surface of the wainscot 21 above the basal bone member 37a arranged on the inclined portion 26 (second lateral bone member 35b) of the wainscot 21 and the basal bone member 37a. The foundation bone member 37b arranged on the portion 27, the curtain plate 22 or the shear plate 23 (the first transverse bone member 35a or the third transverse bone member 35c) and the basic bone members 37a and 37b are joined (connected) to the basic bone members 37a and 37b. It is mainly provided with a connecting metal 38 to be formed.

腰板２１の平面部２７と傾斜部２６との境界（湾曲部２８）には基礎骨部材３７ａ，３７ｂが非配設とされるので、吹寄せ柱３２及び窓下縦骨３３に曲げ加工を施すことを不要とでき、製造コストを低減できる。また、屈曲部が形成されること（曲げ加工）により、吹寄せ柱３２や窓下縦骨３３の強度が低下されることを防ぐことができる。 Since the basic bone members 37a and 37b are not arranged at the boundary (curved portion 28) between the flat portion 27 and the inclined portion 26 of the wainscot 21, the blown column 32 and the vertical bone 33 under the window are bent. Can be eliminated and the manufacturing cost can be reduced. Further, it is possible to prevent the strength of the blown column 32 and the vertical bone 33 under the window from being lowered due to the formation of the bent portion (bending process).

なお、窓上縦骨３４は、単一の基礎骨部材３７ｂから構成される。また、吹寄せ柱３２、窓下縦骨３３及び窓上縦骨３４を構成する各基礎骨部材３７ａは、上下方向における長さが異なる以外は同一であるため、同一の符号を付して説明する。このように、基礎骨部材３７ａ，３７ｂを接合（連結）することで吹寄せ柱３２及び窓下縦骨３３を構成するため、部品種別を削減でき、製造コストを低減できる。 The superior longitudinal bone 34 is composed of a single basic bone member 37b. Further, since the basic bone members 37a constituting the blow-up column 32, the inferior longitudinal bone 33, and the superior longitudinal bone 34 are the same except that the lengths in the vertical direction are different, they will be described with the same reference numerals. .. By joining (connecting) the basic bone members 37a and 37b in this way, the blown column 32 and the vertical bone 33 under the window are formed, so that the types of parts can be reduced and the manufacturing cost can be reduced.

繋ぎ金３８は、吹寄せ柱３２や窓下縦骨３３の基礎骨部材３７ａ，３７ｂどうしを連結するためのものであり、断面コ字状に形成される。上下方向に沿って並設される一対の基礎骨部材３７ａ，３７ｂに繋ぎ金３８がスポット溶接によりそれぞれ接合されることで、一方の基礎骨部材３７ａ（３７ｂ）に荷重が作用した場合、その荷重を一方および他方の基礎骨部材３７ｂ（３７ａ）にて支持できる（一方の基礎骨部材３７ａ（３７ｂ）のみで荷重を支持することを抑制できる）。 The connecting metal 38 is for connecting the basic bone members 37a and 37b of the blown column 32 and the vertical bone 33 under the window, and is formed in a U-shaped cross section. When a load acts on one of the foundation bone members 37a (37b) by joining the connecting metal 38 to the pair of foundation bone members 37a and 37b arranged side by side in the vertical direction by spot welding, the load is applied. Can be supported by one and the other basal bone member 37b (37a) (supporting the load can be suppressed only by one basal bone member 37a (37b)).

なお、繋ぎ金３８の断面コ字状の対向する部位である一対の側板部に孔が形成され、その孔を塞ぐようにして溶接が行われることで繋ぎ金３８と基礎骨部材３７ａ，３７ｂとが接合されても良い。 Holes are formed in a pair of side plates which are U-shaped cross-sectional facing portions of the connecting metal 38, and welding is performed so as to close the holes, whereby the connecting metal 38 and the basic bone members 37a and 37b are formed. May be joined.

次いで、図５を参照して、第２実施形態における鉄道車両２１０の構成について説明する。なお、上述した第１実施形態と同一の部分には同一の符号を付して、その説明は省略する。図５（ａ）は、第２実施形態における鉄道車両２１０の部分拡大図であり、図５（ｂ）は、図５（ａ）のＶｂ−Ｖｂ線における鉄道車両２１０の部分拡大断面図である。なお、図５（ａ）は、鉄道車両２１０の車内側から見た部分拡大図である。 Next, the configuration of the railway vehicle 210 according to the second embodiment will be described with reference to FIG. The same parts as those in the first embodiment described above are designated by the same reference numerals, and the description thereof will be omitted. 5 (a) is a partially enlarged view of the railway vehicle 210 according to the second embodiment, and FIG. 5 (b) is a partially enlarged sectional view of the railway vehicle 210 on the Vb-Vb line of FIG. 5 (a). .. Note that FIG. 5A is a partially enlarged view of the railway vehicle 210 as viewed from the inside.

図５に示すように、第２実施形態における鉄道車両２１０では、第１実施形態におけるシアプレート２３（図２参照）が省略され、腰板２２１の平面部２７の上端縁にはせぎり加工が施され、せぎり部２２１ｂが形成される。なお、腰板２２１には窓となる開口部が非形成とされ、幕板２２２に開口部２２４ａ，２２４ｂが形成される。従って、せぎり部２２１ｂは、開口部２２４ａ，２２４ｂよりも下方側（矢印Ｄ方向側）に形成される。本実施形態では、せぎり加工により形成される傾斜部および平面部のうちの平面部をせぎり部２２１ｂと定義する。 As shown in FIG. 5, in the railroad vehicle 210 in the second embodiment, the shear plate 23 (see FIG. 2) in the first embodiment is omitted, and the upper end edge of the flat surface portion 27 of the wainscot 221 is trimmed. 221b is formed. The wainscot 221 is not formed with an opening serving as a window, and the curtain plate 222 is formed with openings 224a and 224b. Therefore, the cutting portion 221b is formed on the lower side (arrow D direction side) of the openings 224a and 224b. In the present embodiment, the flat portion of the inclined portion and the flat portion formed by the cutting is defined as the cutting portion 221b.

せぎり加工は、車内側（矢印Ｒ方向側）へ向けて施され、せぎり部２２１ｂの深さ（板厚方向における腰板２２１の車外側の面とせぎり部２２１ｂの車外側の面との距離）は、幕板２２２の板厚と同一に形成される。これにより、腰板２２１と幕板２２２とは、車外側（矢印Ｌ方向側）の面が同一面上に並べて配設される。その結果、外板２２０の車外側の面に段差が生じることを抑制でき、鉄道車両２１０の見栄えが悪化することを抑制できる。 The shaving process is applied toward the inside of the vehicle (the R direction of the arrow), and the depth of the shaving portion 221b (distance between the outer surface of the wainscot 221 and the outer surface of the shaving portion 221b in the plate thickness direction). ) Is formed to be the same as the plate thickness of the curtain plate 222. As a result, the wainscot plate 221 and the curtain plate 222 are arranged so that the surfaces on the outside of the vehicle (on the side in the direction of arrow L) are arranged side by side on the same surface. As a result, it is possible to suppress the occurrence of a step on the outer surface of the outer plate 220 of the vehicle, and it is possible to suppress the deterioration of the appearance of the railway vehicle 210.

また、第１実施形態におけるシアプレート２３（図２参照）を省略することで、横骨部材２３１を第１の横骨部材３５ａ及び第２の横骨部材３５ｂから構成できる（第１実施形態における第３の横骨部材３５ｃを不要とできる）。これにより、横骨部材２３１を構成する部品種別を削減でき、製造コストを低減できる。 Further, by omitting the shear plate 23 (see FIG. 2) in the first embodiment, the lateral bone member 231 can be composed of the first lateral bone member 35a and the second lateral bone member 35b (in the first embodiment). The third lateral bone member 35c can be eliminated). As a result, the types of parts constituting the lateral bone member 231 can be reduced, and the manufacturing cost can be reduced.

次いで、腰板２２１と幕板２２２との接合構造について説明する。幕板２２２の下端縁における車内側の面に腰板２２１のせぎり部２２１ｂの車外側の面が重ねられる。腰板２２１のせぎり部２２１ｂ側から幕板２２２側（車内側から車外側）へ向けてレーザビーム（図示せず）が照射され、第１の接合部２４１及び第２の接合部４２がそれぞれ形成されることで腰板２２１と幕板２２２とが接合される。 Next, the joint structure between the waist plate 221 and the curtain plate 222 will be described. The outer surface of the edge portion 221b of the wainscot 221 is overlapped with the inner surface of the vehicle at the lower end edge of the curtain plate 222. A laser beam (not shown) is irradiated from the edge portion 221b side of the wainscot 221 toward the curtain plate 222 side (from the inside of the vehicle to the outside of the vehicle) to form the first joint portion 241 and the second joint portion 42, respectively. As a result, the waist plate 221 and the curtain plate 222 are joined.

第１の接合部２４１は、せぎり部２２１ｂの上端から所定の距離（本実施形態では、１０ｍｍ）だけ離れた位置に前後方向（矢印Ｆ−Ｂ方向）に沿って部分溶け込み溶接により形成され、第２の接合部４２は、せぎり部２２１ｂの上端部に、その上端部（前後方向）に沿って隅肉溶接により形成される。 The first joint portion 241 is formed by partial penetration welding along the front-rear direction (arrow FB direction) at a position separated from the upper end of the cutting portion 221b by a predetermined distance (10 mm in the present embodiment). The second joint portion 42 is formed at the upper end portion of the cutting portion 221b by fillet welding along the upper end portion (front-rear direction).

ここで、第１の接合部２４１は、前後方向において断続的に形成される。本実施形態では、第１の接合部２４１は略３００ｍｍの長さに形成され、第１の接合部２４１の間に形成される間欠部は略５０ｍｍの長さに形成される。 Here, the first joint portion 241 is formed intermittently in the front-rear direction. In the present embodiment, the first joint portion 241 is formed to have a length of approximately 300 mm, and the intermittent portion formed between the first joint portions 241 is formed to have a length of approximately 50 mm.

これにより、第１の接合部２４１が形成される領域を小さくでき、入熱によって生じる腰板２２１又は幕板２２２のひずみを低減できる。その結果、腰板２２１と幕板２２２との接合工程において、腰板２２１と幕板２２２との間の隙間を小さくでき、第２の接合部４２に溶接欠陥が生じることを低減できる（第２の接合部４２による接合を行い易くできる）。また、ひずみによる鉄道車両２１０の見栄えが悪化することを抑制できる。 As a result, the region where the first joint portion 241 is formed can be reduced, and the strain of the waist plate 221 or the curtain plate 222 caused by heat input can be reduced. As a result, in the joining process between the wainscot 221 and the curtain plate 222, the gap between the wainscot 221 and the curtain plate 222 can be reduced, and the occurrence of welding defects in the second joint portion 42 can be reduced (second joining). It is possible to easily perform joining by the portion 42). In addition, it is possible to prevent the appearance of the railway vehicle 210 from deteriorating due to distortion.

次いで、図６を参照して、第３実施形態における鉄道車両３１０の構成について説明する。なお、上述した各実施形態と同一の部分には同一の符号を付して、その説明は省略する。図６（ａ）は、第３実施形態における鉄道車両３１０の部分拡大図であり、図６（ｂ）は、図６（ａ）のＶＩｂ−ＶＩｂ線における鉄道車両３１０の部分拡大断面図である。なお、図６（ａ）は、鉄道車両３１０の車内側から見た部分拡大図である。 Next, the configuration of the railway vehicle 310 according to the third embodiment will be described with reference to FIG. The same parts as those of the above-described embodiments are designated by the same reference numerals, and the description thereof will be omitted. FIG. 6A is a partially enlarged view of the railway vehicle 310 according to the third embodiment, and FIG. 6B is a partially enlarged sectional view of the railway vehicle 310 on the VIb-VIb line of FIG. 6A. .. Note that FIG. 6A is a partially enlarged view of the railway vehicle 310 as viewed from the inside.

図６に示すように、第３実施形態における鉄道車両３１０では、腰板２２１のせぎり部２２１ｂに第１の接合部２４１が上下方向（矢印Ｕ−Ｄ方向）に所定の距離だけ隔てて複数（本実施形態では、３箇所）形成される。これにより、腰板２２１と幕板２２２との接合強度を大きくできる。 As shown in FIG. 6, in the railcar 310 according to the third embodiment, a plurality of first joints 241 are spaced apart by a predetermined distance in the vertical direction (arrow UD direction) from the sill portion 221b of the wainscot 221. In the embodiment, three places) are formed. As a result, the joint strength between the waist plate 221 and the curtain plate 222 can be increased.

また、各第１の接合部２４１の前後方向（矢印Ｆ−Ｂ方向）における両端部は、上下方向に互いに重なるように千鳥状にそれぞれ配置される。従って、前後方向において、せぎり部２２１ｂには第１の接合部２４１が非配設となる領域が発生することが抑制される。これにより、腰板２２１と幕板２２２との接合強度が低下する領域が生じることを抑制できる。なお、各第１の接合部２４１は、前後方向において同一となる位置に形成されても良い。 Further, both ends of each first joint portion 241 in the front-rear direction (arrow FB direction) are arranged in a staggered manner so as to overlap each other in the vertical direction. Therefore, in the front-rear direction, it is possible to prevent a region in which the first joint portion 241 is not arranged from being generated in the cutting portion 221b. As a result, it is possible to suppress the occurrence of a region where the joint strength between the waist plate 221 and the curtain plate 222 is lowered. In addition, each first joint portion 241 may be formed at the same position in the front-rear direction.

次いで、図７（ａ）を参照して、第４実施形態における鉄道車両４１０の構成について説明する。なお、上述した各実施形態と同一の部分には同一の符号を付して、その説明は省略する。図７（ａ）は、第４実施形態における鉄道車両４１０の部分拡大断面図である。なお、図７（ａ）は、図５（ａ）のＶｂ−Ｖｂ線における断面に対応する。 Next, the configuration of the railway vehicle 410 according to the fourth embodiment will be described with reference to FIG. 7A. The same parts as those of the above-described embodiments are designated by the same reference numerals, and the description thereof will be omitted. FIG. 7A is a partially enlarged cross-sectional view of the railway vehicle 410 according to the fourth embodiment. Note that FIG. 7 (a) corresponds to the cross section taken along the line Vb-Vb of FIG. 5 (a).

図７（ａ）に示すように、第４実施形態における鉄道車両４１０では、腰板４２１の平面部２７と幕板４２２とは、互いに向き合う前後方向（矢印Ｆ−Ｂ方向）に沿った長辺４２１ａ，４２２ａが所定の間隔（本実施形態では、略４ｍｍ）だけ隔てて突き合わされて同一面上に並べて配設され、接続部材４２７を介して腰板４２１と幕板４２２とが接合される。接続部材４２７は、金属材料の板材から形成され、前後方向において、外板４２０の一端から他端にかけて配設される。 As shown in FIG. 7A, in the railway vehicle 410 according to the fourth embodiment, the flat surface portion 27 of the wainscot 421 and the curtain plate 422 face each other on the long side 421a along the front-rear direction (arrow FB direction). , 422a are abutted at a predetermined interval (approximately 4 mm in the present embodiment) and arranged side by side on the same surface, and the waist plate 421 and the curtain plate 422 are joined via a connecting member 427. The connecting member 427 is formed of a plate material made of a metal material, and is arranged from one end to the other end of the outer plate 420 in the front-rear direction.

次いで、腰板４２１と幕板４２２との接合構造について説明する。接続部材４２７は、腰板４２１の平面部２７及び幕板４２２の長辺４２１ａ，４２２ａを跨ぎつつ前後方向に沿って腰板４２１の平面部２７及び幕板４２２の車内側（矢印Ｒ方向側）の面に重ねられる。接続部材４２７側から腰板４２１及び幕板４２２側（車内側から車外側）へ向けてレーザビーム（図示せず）が照射され、第１の接合部２４１及び第２の接合部４２がそれぞれ形成されることで腰板４２１と幕板４２２とが接合される。 Next, the joint structure between the waist plate 421 and the curtain plate 422 will be described. The connecting member 427 straddles the flat surface portion 27 of the wainscot 421 and the long sides 421a and 422a of the curtain plate 422, and is a surface of the flat surface portion 27 of the wainscot 421 and the inside surface of the curtain plate 422 (on the arrow R direction side) along the front-rear direction. It is layered on. A laser beam (not shown) is irradiated from the connecting member 427 side toward the waist plate 421 and the curtain plate 422 side (from the inside of the vehicle to the outside of the vehicle), and the first joint portion 241 and the second joint portion 42 are formed, respectively. As a result, the waist plate 421 and the curtain plate 422 are joined.

第１の接合部２４１は、長辺４２１ａ，４２２ａから所定の距離（本実施形態では、１０ｍｍ）だけ離れた位置に前後方向に沿って部分溶け込み溶接により形成され、第２の接合部４２は、接続部材４２７の上下方向両端部となる位置に、その両端部（前後方向）に沿って隅肉溶接により形成される。このように、接続部材４２７を介することで、腰板４２１の平面部２７又は幕板４２２の一方の端部にせぎり加工を施すことを不要とでき、製造コストを低減できる。 The first joint portion 241 is formed by partial penetration welding along the front-rear direction at a position separated from the long sides 421a and 422a by a predetermined distance (10 mm in the present embodiment), and the second joint portion 42 is formed. It is formed by fillet welding along both ends (front-back direction) of the connecting member 427 at positions that are both ends in the vertical direction. In this way, by using the connecting member 427, it is not necessary to perform squeezing on one end of the flat surface portion 27 or the curtain plate 422 of the wainscot 421, and the manufacturing cost can be reduced.

なお、本実施形態では、腰板４２１の平面部２７と幕板４２２との隙間が略４ｍｍに設定されるため、接続部材４２７が視認され難い。これにより、接続部材４２７の車外側（矢印Ｌ方向側）の面に塗装を施すことやベルトグラインド加工を施すことを不要とでき、製造コストを低減できる。 In the present embodiment, since the gap between the flat surface portion 27 of the waist plate 421 and the curtain plate 422 is set to approximately 4 mm, it is difficult to visually recognize the connecting member 427. As a result, it is not necessary to paint or belt grind the surface of the connecting member 427 on the outside of the vehicle (in the direction of the arrow L), and the manufacturing cost can be reduced.

次いで、図７（ｂ）を参照して、第５実施形態における鉄道車両５１０の構成について説明する。なお、上述した各実施形態と同一の部分には同一の符号を付して、その説明は省略する。図７（ｂ）は、第５実施形態における鉄道車両５１０の部分拡大断面図である。なお、図７（ｂ）は、図３（ａ）のＩＩＩｂ部における断面に対応する。 Next, the configuration of the railway vehicle 510 according to the fifth embodiment will be described with reference to FIG. 7 (b). The same parts as those of the above-described embodiments are designated by the same reference numerals, and the description thereof will be omitted. FIG. 7B is a partially enlarged cross-sectional view of the railway vehicle 510 according to the fifth embodiment. Note that FIG. 7B corresponds to the cross section in part IIIb of FIG. 3A.

図７（ｂ）に示すように、第５実施形態における鉄道車両５１０では、腰板２２１のせぎり部２２１ｂが、上下方向（矢印Ｕ−Ｄ方向）において第１の横骨部材３５ａの一対のフランジの間に配設される。これにより、第１の接合部２４１及び第２の接合部４２に加え、第１の横骨部材３５ａを介して腰板２２１と幕板２２２とを接合でき、腰板２２１と幕板２２２との接合強度を大きくできる。 As shown in FIG. 7B, in the railroad vehicle 510 in the fifth embodiment, the edge portion 221b of the wainscot 221 is a pair of flanges of the first transverse bone member 35a in the vertical direction (arrow UD direction). It is arranged between them. As a result, in addition to the first joint portion 241 and the second joint portion 42, the waist plate 221 and the curtain plate 222 can be joined via the first lateral bone member 35a, and the joint strength between the waist plate 221 and the curtain plate 222 can be joined. Can be increased.

以上、上記実施形態に基づき説明したが、本発明は上記実施形態に何ら限定されるものではなく、本発明の趣旨を逸脱しない範囲内で種々の変形改良が可能であることは容易に推察できるものである。 Although the above description has been made based on the above-described embodiment, the present invention is not limited to the above-described embodiment, and it can be easily inferred that various modifications and improvements can be made without departing from the spirit of the present invention. It is a thing.

上記各実施形態で挙げた数値は一例であり、他の数値を採用することは当然可能である。 The numerical values given in each of the above embodiments are examples, and it is naturally possible to adopt other numerical values.

上記各実施形態において、腰板２１，２２１，４２１、幕板２２，２２２，４２２、シアプレート２３、接続部材４２７、第１の横骨部材３５ａ、第２の横骨部材３５ｂ、第３の横骨部材３５ｃ、基礎骨部材３７ａ，３７ｂ及び繋ぎ金３８は、ステンレスやアルミニウム等の金属材料から適宜選択される。なお、これらの各部材は、溶接を考慮して同種の材質から形成されることが好ましい。 In each of the above embodiments, the waist plate 21,221, 421, the curtain plate 22, 222, 422, the shear plate 23, the connecting member 427, the first transverse bone member 35a, the second transverse bone member 35b, and the third transverse bone The member 35c, the basic bone members 37a and 37b, and the binder 38 are appropriately selected from metal materials such as stainless steel and aluminum. It is preferable that each of these members is formed of the same type of material in consideration of welding.

上記各実施形態において、平面部２７は、上下方向に対し傾斜して形成されても良い。この場合、傾斜部２６は、平面部２７に対し、車内側へ向けて傾斜されれば良い。 In each of the above embodiments, the flat surface portion 27 may be formed so as to be inclined with respect to the vertical direction. In this case, the inclined portion 26 may be inclined toward the inside of the vehicle with respect to the flat surface portion 27.

上記各実施形態において、腰板２１又は幕板２２とシアプレート２３との隙間、腰板２２１と幕板２２２との隙間、又は、腰板４２１又は幕板４２２と接続部材４２７との隙間にシール材またはパテを充填しても良い。 In each of the above embodiments, a sealing material or putty is formed in the gap between the wainscot 21 or the curtain plate 22 and the shear plate 23, the gap between the wainscot 221 and the curtain plate 222, or the gap between the wainscot 421 or the curtain plate 422 and the connecting member 427. May be filled.

上記各実施形態において、開口部２４ｂ，２２４ｂの上方又は下方に窓下縦骨３３又は窓上縦骨３４を配設しても良い。これにより、鉄道車両１０，２１０，３１０，４１０，５１０の強度を増大できる。 In each of the above embodiments, the subwindow vertical bone 33 or the suprawindow vertical bone 34 may be arranged above or below the openings 24b and 224b. As a result, the strength of the railway vehicles 10, 210, 310, 410, 510 can be increased.

上記各実施形態では、第１の接合部４１，２４１が前後方向に沿って形成される、即ち、直線状に形成される場合について説明したが、必ずしもこれに限られるものではなく、曲線状に形成されても良い。また、直線と曲線とを組み合わせた形状に形成されても良い。 In each of the above embodiments, the case where the first joint portions 41,241 are formed along the front-rear direction, that is, are formed in a straight line has been described, but the present invention is not necessarily limited to this, and the first joint portions 41 and 241 are formed in a curved shape. It may be formed. Further, it may be formed in a shape in which a straight line and a curved line are combined.

上記各実施形態では、第２の接合部４２がレーザ溶接により形成される場合について説明したが、必ずしもこれに限られるものではなく、アーク溶接や摩擦撹拌接合により形成されても良い。 In each of the above embodiments, the case where the second joint portion 42 is formed by laser welding has been described, but the present invention is not limited to this, and the second joint portion 42 may be formed by arc welding or friction stir welding.

上記各実施形態では、第２の高さＨ２が第１の高さＨ１よりも低く形成される場合について説明したが、必ずしもこれに限られるものではなく、第２の高さＨ２が第１の高さＨ１以上に高く形成されても良い。これにより、腰板２１の傾斜部２６における鉄道車両１０の強度を確保できると共に、鉄道車両１０の低重心化を図ることができる。 In each of the above embodiments, the case where the second height H2 is formed lower than the first height H1 has been described, but the present invention is not necessarily limited to this, and the second height H2 is the first. It may be formed higher than the height H1. As a result, the strength of the railroad vehicle 10 at the inclined portion 26 of the wainscot 21 can be ensured, and the center of gravity of the railroad vehicle 10 can be lowered.

上記各実施形態では、外板２０の車内側の面に横骨部材３１が接合され、横骨部材３１の車内側の面に吹寄せ柱３２、窓下縦骨３３及び窓上縦骨３４が接合される場合について説明したが、必ずしもこれに限られるものではなく、外板２０の車内側の面に吹寄せ柱３２、窓下縦骨３３及び窓上縦骨３４が接合され、吹寄せ柱３２、窓下縦骨３３及び窓上縦骨３４の車内側の面に横骨部材３１が接合されても良い。 In each of the above embodiments, the lateral bone member 31 is joined to the vehicle inner surface of the outer plate 20, and the blown column 32, the subwindow longitudinal bone 33 and the window superior longitudinal bone 34 are joined to the vehicle inner surface of the lateral bone member 31. However, the case is not necessarily limited to this, and the blown column 32, the vertical bone 33 below the window and the vertical bone 34 above the window are joined to the inner surface of the vehicle of the outer plate 20, and the blown column 32 and the window. The lateral bone member 31 may be joined to the vehicle inner surface of the lower longitudinal bone 33 and the upper longitudinal bone 34 of the window.

上記各実施形態では、吹寄せ柱３２及び窓下縦骨３３が基礎骨部材３７ａ，３７ｂと、それら基礎骨部材３７ａ，３７ｂに接合される繋ぎ金３８とのように複数の部材を組み合わせて構成される場合について説明したが、必ずしもこれに限られるものではなく、曲げ加工が施される単一の基礎骨部材３７ａから構成されても良い。 In each of the above embodiments, the blow-up column 32 and the subwindow vertical bone 33 are configured by combining a plurality of members such as the basic bone members 37a and 37b and the binder 38 joined to the basic bone members 37a and 37b. However, the present invention is not limited to this, and the bone member may be composed of a single basic bone member 37a to be bent.

上記第１実施形態では、横骨部材３１（第３の横骨部材３５ｃ）が上下方向において、外板２０の第１の接合部４１及び第２の接合部４２とは異なる位置に接合される場合について説明したが、必ずしもこれに限られるものではなく、同一の位置に形成されても良い。この場合、第１の接合部４１又は第２の接合部４２に外板２０と横骨部材３１とを接合させる機能を兼用させることで、製造コストを低減できる。 In the first embodiment, the transverse bone member 31 (third transverse bone member 35c) is joined at a position different from the first joint portion 41 and the second joint portion 42 of the outer plate 20 in the vertical direction. Although the case has been described, the case is not necessarily limited to this, and the case may be formed at the same position. In this case, the manufacturing cost can be reduced by having the first joint portion 41 or the second joint portion 42 also have a function of joining the outer plate 20 and the lateral bone member 31.

上記第２から第３実施形態および第５実施形態では、腰板２２１の上下方向に沿った平面部の上端縁にせぎり部２２１ｂが形成される場合について説明したが、必ずしもこれに限られるものではなく、腰板２２１の傾斜部２６にせぎり部２２１ｂが形成されても良い。また、幕板２２２にせぎり部２２１ｂが形成されても良い。 In the second to third embodiments and the fifth embodiment, the case where the marginal portion 221b is formed at the upper end edge of the flat surface portion along the vertical direction of the wainscot 221 has been described, but the present invention is not necessarily limited to this. , The edge portion 221b may be formed on the inclined portion 26 of the waist plate 221. Further, the sill portion 221b may be formed on the curtain plate 222.

上記第２から第３実施形態および第５実施形態では、せぎり部２２１ｂが車内側へ向けて形成される場合について説明したが、必ずしもこれに限られるものではなく、せぎり部２２１ｂが車外側へ向けて形成されても良い。 In the second to third embodiments and the fifth embodiment, the case where the edge portion 221b is formed toward the inside of the vehicle has been described, but the present invention is not limited to this, and the edge portion 221b is outside the vehicle. It may be formed toward.

上記第２から第３実施形態および第５実施形態では、せぎり部２２１ｂが開口部２２４ａ，２２４ｂよりも下方側に形成される場合について説明したが、必ずしもこれに限られるものではない。例えば、開口部２２４ａ，２２４ｂよりも上方側にせぎり部２２１ｂが形成されても良い。また、上下方向において開口部２２４ａ，２２４ｂの上端と下端との間にせぎり部２２１ｂが形成されても良い。 In the second to third embodiments and the fifth embodiment, the case where the cutting portion 221b is formed below the openings 224a and 224b has been described, but the present invention is not necessarily limited to this. For example, the marginal portion 221b may be formed above the openings 224a and 224b. Further, a cutting portion 221b may be formed between the upper end and the lower end of the openings 224a and 224b in the vertical direction.

上記第２から第３実施形態および第５実施形態では、第１の接合部２４１が前後方向において断続的に形成される場合について説明したが、必ずしもこれに限られるものではなく、第１の接合部２４１が前後方向において連続的に形成されても良い。 In the second to third embodiments and the fifth embodiment, the case where the first joint portion 241 is formed intermittently in the front-rear direction has been described, but the present invention is not necessarily limited to this, and the first joint is not necessarily limited to this. The portions 241 may be formed continuously in the front-rear direction.

上記第２から第３実施形態および第５実施形態では、第２の接合部４２が外板２２０（腰板２２１及び幕板２２２）の車内側の面に形成される場合について説明したが、必ずしもこれに限られるものではなく、第２の接合部４２が外板２２０の車外側の面に形成されても良い。これにより、腰板２２１及び幕板２２２の当接面に水が浸入することを抑制でき、かかる当接面に錆が生じることを抑制できる。 In the second to third embodiments and the fifth embodiment, the case where the second joint portion 42 is formed on the inner surface of the outer plate 220 (waist plate 221 and curtain plate 222) has been described, but this is not necessarily the case. The second joint portion 42 may be formed on the outer surface of the outer plate 220 of the vehicle. As a result, it is possible to prevent water from entering the contact surfaces of the wainscot 221 and the curtain plate 222, and it is possible to prevent rust from forming on the contact surfaces.

上記第３実施形態では、第１の接合部２４１が上下方向において３箇所形成される場合について説明したが、必ずしもこれに限られるものではなく、２箇所、若しくは、４箇所以上形成されても良い。 In the third embodiment, the case where the first joint portion 241 is formed at three locations in the vertical direction has been described, but the present invention is not necessarily limited to this, and two or four or more locations may be formed. ..

上記第４実施形態では、接続部材４２７が腰板４２１及び幕板４２２の車内側の面に重ねられる場合について説明したが、必ずしもこれに限られるものではなく、腰板４２１及び幕板４２２の車外側の面に重ねられても良い。 In the fourth embodiment, the case where the connecting member 427 is overlapped on the inner surface of the wainscot 421 and the curtain plate 422 has been described, but the present invention is not limited to this, and the outer side of the wainscot 421 and the curtain plate 422 is not necessarily limited to this. It may be stacked on a surface.

１０，２１０，３１０，４１０，５１０鉄道車両
２０，２２０，４２０外板
２１，２２１，４２１腰板（板材、第１の外板、第２の外板）
２２１ｂせぎり部（段差）
２２，２２２，４２２幕板（板材、第１の外板、第２の外板）
２３シアプレート（板材）
２４ａ，２２４ａ開口部
２４ｂ，２２４ｂ開口部
２６傾斜部
２７平面部
２８湾曲部
４２７接続部材（板材）
３０，２３０骨部材
３１，２３１横骨部材（骨部材、第１の骨部材、第２の骨部材、第３の骨部材）
３２吹寄せ柱（骨部材、第１の骨部材、第２の骨部材、第３の骨部材、吹寄せ柱）
３３窓下縦骨（骨部材、第１の骨部材、第２の骨部材、第３の骨部材、窓縦骨、窓下縦骨）
３４窓上縦骨（骨部材、第１の骨部材、第３の骨部材、窓縦骨、窓上縦骨）
３５ａ第１の横骨部材（骨部材、第１の骨部材、第２の骨部材、第３の骨部材）
３５ｂ第２の横骨部材（骨部材、第１の骨部材、第２の骨部材、第３の骨部材）
３５ｃ第３の横骨部材（骨部材、第１の骨部材、第２の骨部材、第３の骨部材）
３７ａ，３７ｂ基礎骨部材
３８繋ぎ金
４１，２４１第１の接合部（第１の接合部、第２の接合部）
４２第２の接合部（第１の接合部、第２の接合部）
Ｈ１第１の高さ
Ｈ２第２の高さ
Ｈ３第３の高さ
Ｆ−Ｂ前後方向（車両長手方向）
Ｕ−Ｄ上下方向（車両上下方向）
10,210,310,410,510 Railroad vehicles 20,220,420 Outer plate 21,221,421 Waist plate (plate material, first outer plate, second outer plate)
221b Edge (step)
22,222,422 Curtain board (board material, first outer plate, second outer plate)
23 Shear plate (plate material)
24a, 224a Opening 24b, 224b Opening 26 Inclined part 27 Flat part 28 Curved part 427 Connecting member (plate material)
30,230 Bone member 31,231 Lateral bone member (bone member, first bone member, second bone member, third bone member)
32 Bone member (bone member, first bone member, second bone member, third bone member, blow column)
33 Subwindow longitudinal bone (bone member, first bone member, second bone member, third bone member, window longitudinal bone, subwindow longitudinal bone)
34 supraclavicular bone (bone member, first bone member, third bone member, window longitudinal bone, supraclavicular longitudinal bone)
35a First lateral bone member (bone member, first bone member, second bone member, third bone member)
35b Second lateral bone member (bone member, first bone member, second bone member, third bone member)
35c Third lateral bone member (bone member, first bone member, second bone member, third bone member)
37a, 37b Base bone member 38 Bond 41,241 First joint (first joint, second joint)
42 Second joint (first joint, second joint)
H1 First height H2 Second height H3 Third height FB Front-rear direction (vehicle longitudinal direction)
UD vertical direction (vehicle vertical direction)

Claims

外板と、その外板の車内側の面に接合された骨部材とを備えた鉄道車両において、
前記外板は、車両上下方向に延設される平面部と、その平面部に接続され車内側へ向けて傾斜される傾斜部とを備え、
前記骨部材は、前記平面部に接合される複数の第１の骨部材と、前記傾斜部に接合される第２の骨部材と、それら複数の第１の骨部材および複数の第２の骨部材に交差され、前記複数の第１の骨部材の車内側の面および前記複数の第２の骨部材の車内側の面に接合される複数の第３の骨部材とを備え、
前記平面部の車内側の面から前記複数の第１の骨部材の車内側の面までの高さが第１の高さに設定され、
前記外板の傾斜部の車内側の面から前記複数の第２の骨部材の車内側の面までの高さが第２の高さに設定され、
前記第１の高さと前記第２の高さとが異なる高さとされることを特徴とする鉄道車両。 In a railroad vehicle having an outer panel and a bone member joined to the inner surface of the outer panel of the car.
The outer plate includes a flat surface portion extending in the vertical direction of the vehicle and an inclined portion connected to the flat surface portion and inclined toward the inside of the vehicle.
The bone member includes a plurality of first bone members joined to the flat portion, a second bone member joined to the inclined portion, the plurality of first bone members, and a plurality of second bones. A plurality of third bone members intersecting the members and joined to the vehicle inner surface of the plurality of first bone members and the vehicle inner surface of the plurality of second bone members.
The height from the vehicle inner surface of the flat surface portion to the vehicle inner surface of the plurality of first bone members is set to the first height.
The height from the vehicle inner surface of the inclined portion of the outer plate to the vehicle inner surface of the plurality of second bone members is set to the second height.
A railway vehicle characterized in that the first height and the second height are different heights.

前記複数の第１の骨部材および前記複数の第２の骨部材は、車両長手方向に沿って延設され、
前記第２の高さが前記第１の高さよりも低くされることを特徴とする請求項１記載の鉄道車両。 The plurality of first bone members and the plurality of second bone members are extended along the longitudinal direction of the vehicle.
The railway vehicle according to claim 1, wherein the second height is made lower than the first height.

前記複数の第１の骨部材および前記複数の第２の骨部材は、車両長手方向に沿って延設され、前記第１の高さ及び前記第２の高さは、前記複数の第１の骨部材の車内側の面および前記複数の第２の骨部材の車内側の面から前記複数の第３の骨部材の車内側の面までの高さである第３の高さよりも低くされることを特徴とする請求項１又は２に記載の鉄道車両。 The plurality of first bone members and the plurality of second bone members are extended along the longitudinal direction of the vehicle, and the first height and the second height are the plurality of first bone members. Being lower than the third height, which is the height from the vehicle inner surface of the bone member and the vehicle inner surface of the plurality of second bone members to the vehicle inner surface of the plurality of third bone members. The railroad vehicle according to claim 1 or 2, characterized in that.

前記外板は、車両長手方向に間隔を隔てて配設される複数の開口部を備え、
前記複数の第３の骨部材は、車両上下方向において前記複数の開口部よりも長く形成されると共に前記複数の開口部の間に配設される吹寄せ柱と、前記複数の開口部の所定の開口部の上方または下方に配設される窓縦骨とを備えることを特徴とする請求項２又は３に記載の鉄道車両。 The skin includes a plurality of openings that are spaced apart in the longitudinal direction of the vehicle.
The plurality of third bone members are formed longer than the plurality of openings in the vertical direction of the vehicle, and are arranged between the plurality of openings, and a predetermined number of the plurality of openings. The railroad vehicle according to claim 2 or 3, further comprising a window longitudinal bone disposed above or below the opening.

前記吹寄せ柱または前記窓縦骨は、前記平面部および前記傾斜部にそれぞれ接合される基礎骨部材と、それら基礎骨部材を連結する繋ぎ金とを備えることを特徴とする請求項４記載の鉄道車両。 The railway according to claim 4, wherein the blown column or the window vertical bone includes a basic bone member joined to the flat surface portion and the inclined portion, respectively, and a connecting metal for connecting the basic bone members. vehicle.

前記外板は、前記平面部と前記傾斜部とを接続すると共に湾曲して形成される湾曲部を備え、
前記湾曲部の前記湾曲の曲率半径は、前記湾曲部の板厚の３０倍以上、且つ、前記湾曲部の板厚の２００倍以下に設定されることを特徴とする請求項２記載の鉄道車両。 The outer plate includes a curved portion formed by connecting the flat portion and the inclined portion and being curved.
The railway vehicle according to claim 2, wherein the radius of curvature of the curved portion of the curved portion is set to 30 times or more the plate thickness of the curved portion and 200 times or less the plate thickness of the curved portion. ..