JP2022080744A - Railway vehicle and manufacturing method for the same - Google Patents

Railway vehicle and manufacturing method for the same Download PDF

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JP2022080744A
JP2022080744A JP2020191975A JP2020191975A JP2022080744A JP 2022080744 A JP2022080744 A JP 2022080744A JP 2020191975 A JP2020191975 A JP 2020191975A JP 2020191975 A JP2020191975 A JP 2020191975A JP 2022080744 A JP2022080744 A JP 2022080744A
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underframe
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end beam
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JP7443220B2 (en
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哲郎 佐藤
Tetsuo Sato
直茂 松尾
Naoshige Matsuo
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Nippon Sharyo Ltd
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Abstract

To provide a railway vehicle with a joint structure that can stably secure a quality and strength of a welded part and improve workability and productivity without sacrificing a space in a vehicle interior in a joint part between a lead constituting body and an end beam of an underframe, and a manufacturing method for the same.SOLUTION: A railway vehicle 10 comprises a vehicle body 10a which has an underframe 1, a lead constituting body 2, a side constituting body 3, and a roof constituting body 4, in which a lower end part 21 of the lead constituting body is joined to an end beam 11 of the underframe through a welded part YB. The end beam is provided with a second end beam part 12 recessed toward a rear side of the vehicle, and the lower end part of the lead constituting body is provided with an auxiliary beam part 22 extended toward the second end beam part under a floor. The welded part has a first welded part YB1 welded at least in a longitudinal direction of the vehicle at a contact part TB at which bottom plates 13 and 23 extended horizontally from the second end beam part and the auxiliary beam part come into contact with each other in a vertical direction.SELECTED DRAWING: Figure 4

Description

本発明は、鉄道車両及びその製造方法に関し、詳しくは、先頭構体の下端部と台枠の端梁とが溶接品質が安定した溶接部を介して接合された鉄道車両及びその製造方法に関する。 The present invention relates to a railroad vehicle and a manufacturing method thereof, and more particularly to a railroad vehicle in which a lower end portion of a leading structure and an end beam of an underframe are joined via a welded portion having stable welding quality and a manufacturing method thereof.

鉄道車両が、車高が高く且つ質量の大きな車両（例えば、大型トラック等）に衝突した場合には、鉄道車両の先頭構体が室内側へ変形して、台枠の端梁との接合部から引き剥がされて分断される懸念がある。このような衝突時における、先頭構体と台枠との分断を防止し得る補強構造を備えた鉄道車両の発明が、例えば、特許文献１、２に開示されている。 When a railroad vehicle collides with a vehicle with a high vehicle height and a large mass (for example, a large truck), the leading structure of the railroad vehicle is deformed inward and from the joint with the end beam of the underframe. There is a concern that it will be torn off and divided. For example, Patent Documents 1 and 2 disclose inventions of a railway vehicle provided with a reinforcing structure capable of preventing the leading structure and the underframe from being separated at the time of such a collision.

すなわち、特許文献１には、図１２に示すように、台枠１０１の端梁１０２に立設された貫通路柱１０３の下部車内側に板状の補強部材１０４を車両前後方向に向けて配置し、当該補強部材１０４の上下方向に延びる側縁１０４ａを貫通路柱１０３の下部車内側面１０３ａに接合（溶接）すると共に、車両前後方向に延びる下縁１０４ｂを床板１０５に接合した鉄道車両１００が開示されている。 That is, in Patent Document 1, as shown in FIG. 12, a plate-shaped reinforcing member 104 is arranged inside the lower vehicle of the gangway pillar 103 erected on the end beam 102 of the underframe 101 in the front-rear direction of the vehicle. Then, the railroad vehicle 100 joins (welds) the side edge 104a extending in the vertical direction of the reinforcing member 104 to the inner side surface 103a of the lower vehicle of the gangway pillar 103, and joins the lower edge 104b extending in the front-rear direction of the vehicle to the floor plate 105. It has been disclosed.

また、特許文献２には、図１３に示すように、台枠２０１と当該台枠２０１から上方に延びる筒状の柱部材２０２とを備え、柱部材２０２の車外側の側面部２０２ａは、他の側面部の下端よりも下方に伸びる延在部２０３を有している。そして、延在部２０３の両側面と下面は、台枠２０１の車外側の面２０１ａに溶接接合（ｗ２、ｗ３）されている鉄道車両２００が開示されている。 Further, as shown in FIG. 13, Patent Document 2 includes an underframe 201 and a cylindrical pillar member 202 extending upward from the underframe 201, and the side surface portion 202a on the outer side of the vehicle of the pillar member 202 is another. It has an extending portion 203 extending downward from the lower end of the side surface portion of the above. Further, the railway vehicle 200 is disclosed in which both side surfaces and the lower surface of the extending portion 203 are welded (w2, w3) to the vehicle outer surface 201a of the underframe 201.

特開２００５－５３３０６号公報Japanese Unexamined Patent Publication No. 2005-53306 特開２０１４－１０８６３５号公報Japanese Unexamined Patent Publication No. 2014-108635

しかしながら、特許文献１に記載された鉄道車両１００では、台枠１０１の端梁１０２に立設された貫通路柱１０３の下部車内側に、板状の補強部材１０４を床面１０５上に起立させ車両前後方向に向けて配置する構造であるので、車体室内のスペースが犠牲になる問題があった。 However, in the railway vehicle 100 described in Patent Document 1, a plate-shaped reinforcing member 104 is erected on the floor surface 105 inside the lower vehicle of the through-passage pillar 103 erected on the end beam 102 of the underframe 101. Since the structure is arranged so as to face the front-rear direction of the vehicle, there is a problem that the space inside the vehicle body is sacrificed.

また、台枠１０１の端梁１０２に立設され起立状態の貫通路柱１０３の下部車内側面１０３ａに対して、補強部材１０４の上下方向に延びる側縁１０４ａを接合（溶接）する構造であるので、作業者は、溶接トーチを横向きにして上下方向に移動させながら溶接（横向き溶接）する必要があった。かかる横向き溶接は、溶融金属の垂れ落ちやヒケ、スラグの巻き込み等が生じやすいため、作業者の技量が溶接品質に影響しやすい。そのため、横向き溶接が必要な上記接合構造では、溶接部の強度が安定せず、必要な強度を確保し得ない可能性があり、作業者が高度の技量を持つ熟練者に限定され、細心の注意力を要するため、生産性が低下するという問題があった。 Further, since the structure is such that the side edge 104a extending in the vertical direction of the reinforcing member 104 is joined (welded) to the lower vehicle inner side surface 103a of the through-passage pillar 103 standing upright on the end beam 102 of the underframe 101. , The worker had to perform welding (horizontal welding) while turning the welding torch sideways and moving it in the vertical direction. In such sideways welding, molten metal drips, sink marks, slag entanglement, and the like are likely to occur, so that the skill of the operator tends to affect the welding quality. Therefore, in the above-mentioned joint structure that requires lateral welding, the strength of the welded portion may not be stable and the required strength may not be secured. Since it requires attention, there is a problem that productivity is reduced.

また、特許文献２に記載された鉄道車両２００では、柱部材２０２の延在部２０３の両側面と下端面とが、台枠２０１の車外側の面２０１ａに溶接接合（ｗ２、ｗ３）されている構造であるので、例えば、延在部２０３の両側面には、溶接トーチを横向きにして上下方向に移動させながら溶接（横向き溶接）する必要があり、延在部２０３の下端面には、溶接トーチを上向きにして水平方向に移動させながら溶接（上向き溶接）する必要があった。かかる横向き溶接や上向き溶接は、溶融金属の垂れ落ちやヒケ、スラグの巻き込み等が生じやすいため、作業者の技量が溶接品質に影響しやすい。そのため、横向き溶接や上向き溶接が必要な接合構造では、溶接部の強度が安定せず、必要な強度を確保し得ない可能性があり、作業者が高度の技量を持つ熟練者に限定され、細心の注意力を要するため、生産性が低下するという問題があった。 Further, in the railway vehicle 200 described in Patent Document 2, both side surfaces and the lower end surfaces of the extending portion 203 of the pillar member 202 are welded and joined (w2, w3) to the vehicle outer surface 201a of the underframe 201. Therefore, for example, it is necessary to weld (horizontally weld) on both side surfaces of the extending portion 203 while moving the welding torch sideways in the vertical direction, and on the lower end surface of the extending portion 203, It was necessary to perform welding (upward welding) while turning the welding torch upward and moving it in the horizontal direction. In such sideways welding and upward welding, molten metal drips, sink marks, slag entanglement, and the like are likely to occur, so that the skill of the operator tends to affect the welding quality. Therefore, in a joint structure that requires sideways welding or upward welding, the strength of the welded part may not be stable and the required strength may not be secured, and the operator is limited to skilled workers with a high degree of skill. Since it requires the utmost care, there is a problem that productivity is reduced.

本発明は、かかる問題を解決するためになされたものであり、先頭構体と台枠の端梁との接合部において、車体室内のスペースを犠牲にすることなく、溶接部の品質と強度を安定して確保しやすく、作業性と生産性を向上できる接合構造を備えた鉄道車両及びその製造方法を提供することを目的とする。 The present invention has been made to solve such a problem, and stabilizes the quality and strength of the welded portion at the joint portion between the leading structure and the end beam of the underframe without sacrificing the space in the vehicle body interior. It is an object of the present invention to provide a railroad vehicle having a joint structure that is easy to secure and can improve workability and productivity, and a method for manufacturing the railroad vehicle.

上記目的を達成するため、本発明に係る鉄道車両及びその製造方法は、以下の構成を備えている。
（１）台枠と先頭構体と側構体と屋根構体とを有し、前記先頭構体の下端部と前記台枠の端梁とが溶接部を介して接合された車体を備えた鉄道車両であって、
前記端梁には、車両後方へ凹む第２端梁部を備えると共に、前記先頭構体の下端部には、床下で前記第２端梁部に向けて延設された補助梁部を備え、
前記溶接部には、前記第２端梁部と前記補助梁部とから水平状に延設された底板同士が上下方向で当接する当接部で少なくとも車両前後方向に溶接された第１溶接部を有することを特徴とする。 In order to achieve the above object, the railway vehicle and the manufacturing method thereof according to the present invention have the following configurations.
(1) A railway vehicle having an underframe, a leading structure, a side structure, and a roof structure, and having a vehicle body in which a lower end portion of the leading structure and an end beam of the underframe are joined via a welded portion. hand,
The end beam is provided with a second end beam portion recessed to the rear of the vehicle, and the lower end portion of the head structure is provided with an auxiliary beam portion extending under the floor toward the second end beam portion.
In the welded portion, a first welded portion welded at least in the vehicle front-rear direction at a contact portion where the bottom plates extending horizontally from the second end beam portion and the auxiliary beam portion abut in the vertical direction. It is characterized by having.

本発明においては、端梁には、車両後方へ凹む第２端梁部を備えると共に、先頭構体の下端部には、床下で第２端梁部に向けて延設された補助梁部を備えるので、第２端梁部と補助梁部とを床下に配置でき、車体室内のスペースを犠牲にすることを容易に回避できる。また、溶接部には、第２端梁部と補助梁部とから水平状に延設された底板同士が上下方向で当接する当接部で少なくとも車両前後方向に溶接された第１溶接部を有するので、第１溶接部の全部又は一部において、溶接トーチを下向きにして車両前後方向に移動させながら溶接（下向き溶接）することができる。すなわち、第１溶接部を下向き溶接によって形成することによって、横向き溶接や上向き溶接に比較して、溶接部の品質と強度が安定し、作業性と生産性が向上する。また、第１溶接部の全部又は一部は、第２端梁部と補助梁部とから水平状に延設された底板同士が上下方向で当接する当接部で車両前後方向に溶接されたものであるので、車両前後方向の溶接長が増大し、車両衝突時における先頭構体の下端部と台枠の端梁との剥離強度に対して、効果的に寄与できる。 In the present invention, the end beam is provided with a second end beam portion recessed to the rear of the vehicle, and the lower end portion of the head structure is provided with an auxiliary beam portion extending under the floor toward the second end beam portion. Therefore, the second end beam portion and the auxiliary beam portion can be arranged under the floor, and it is possible to easily avoid sacrificing the space in the vehicle body interior. Further, in the welded portion, a first welded portion welded at least in the vehicle front-rear direction at a contact portion where the bottom plates extending horizontally from the second end beam portion and the auxiliary beam portion abut in the vertical direction is provided. Therefore, all or part of the first welded portion can be welded (downward welding) while the welding torch is turned downward and moved in the front-rear direction of the vehicle. That is, by forming the first welded portion by downward welding, the quality and strength of the welded portion are stabilized, and workability and productivity are improved as compared with lateral welding and upward welding. In addition, all or part of the first welded portion was welded in the front-rear direction of the vehicle at the contact portion where the bottom plates extending horizontally from the second end beam portion and the auxiliary beam portion abut in the vertical direction. Therefore, the welding length in the front-rear direction of the vehicle is increased, and it can effectively contribute to the peel strength between the lower end portion of the leading structure and the end beam of the underframe at the time of vehicle collision.

よって、本発明によれば、先頭構体と台枠の端梁との接合部において、車体室内のスペースを犠牲にすることなく、溶接部の品質と強度を安定して確保しやすく、作業性と生産性を向上できる接合構造を備えた鉄道車両を提供することができる。 Therefore, according to the present invention, it is easy to stably secure the quality and strength of the welded portion at the joint portion between the leading structure and the end beam of the underframe without sacrificing the space in the vehicle body interior, and the workability is improved. It is possible to provide a railroad vehicle having a joint structure that can improve productivity.

（２）（１）に記載された鉄道車両において、
前記第２端梁部は、車幅方向で左右に分割された前記端梁の間に配置され、前記第２端梁部には、車両前後方向に延設された中梁の前端部が接合されていること、
前記補助梁部は、前記中梁と対応する位置で車両前後方向に延設されていることを特徴とする。 (2) In the railway vehicle described in (1)
The second end beam portion is arranged between the end beams divided to the left and right in the vehicle width direction, and the front end portion of the middle beam extending in the front-rear direction of the vehicle is joined to the second end beam portion. is being done,
The auxiliary beam portion is characterized in that it extends in the front-rear direction of the vehicle at a position corresponding to the middle beam.

本発明においては、第２端梁部は、車幅方向で左右に分割された端梁の間に配置され、第２端梁部には、車両前後方向に延設された中梁の前端部が接合され、また、補助梁部は、中梁と対応する位置で車両前後方向に延設されているので、先頭構体が受ける衝突荷重を、補助梁部を介して中梁に直線的に伝達でき、補助梁部及び中梁がそれぞれの強度を効果的に発揮することができる。その結果、先頭構体と台枠との分断をより効果的に防止し得る。 In the present invention, the second end beam portion is arranged between the end beams divided to the left and right in the vehicle width direction, and the second end beam portion is the front end portion of the middle beam extending in the front-rear direction of the vehicle. And the auxiliary beam is extended in the front-rear direction of the vehicle at the position corresponding to the middle beam, so that the collision load received by the leading structure is linearly transmitted to the middle beam via the middle beam. The auxiliary beam portion and the middle beam can effectively exert their respective strengths. As a result, the division between the leading structure and the underframe can be prevented more effectively.

（３）（１）又は（２）に記載された鉄道車両において、
前記補助梁部の上端面と前記第２端梁部の上端面とに当接された塞ぎ板を備えること、
前記溶接部には、前記塞ぎ板の外縁部と前記補助梁部の上端面及び前記第２端梁部の上端面とが少なくとも車両前後方向に溶接された第２溶接部を有することを特徴とする。 (3) In the railway vehicle described in (1) or (2)
Provided with a closing plate in contact with the upper end surface of the auxiliary beam portion and the upper end surface of the second end beam portion.
The welded portion is characterized by having a second welded portion in which the outer edge portion of the closing plate, the upper end surface of the auxiliary beam portion, and the upper end surface of the second end beam portion are welded at least in the front-rear direction of the vehicle. do.

本発明においては、補助梁部の上端面と第２端梁部の上端面とに当接された塞ぎ板を備え、また、溶接部には、塞ぎ板の外縁部と補助梁部の上端面及び第２端梁部の上端面とが少なくとも車両前後方向に溶接された第２溶接部を有するので、塞ぎ板の外縁部を溶接する第２溶接部の全部又は一部において、溶接トーチを下向きにして車両前後方向に移動させながら溶接（下向き溶接）することができる。すなわち、第２溶接部を下向き溶接によって形成することによって、横向き溶接や上向き溶接に比較して、溶接部の品質と強度が安定し、作業性と生産性が向上する。また、第２溶接部の全部又は一部は、塞ぎ板の外縁部と補助梁部の上端面及び第２端梁部の上端面とが少なくとも車両前後方向に溶接されたものであるので、車両前後方向の溶接長が増大し、車両衝突時における先頭構体の下端部と台枠の端梁との剥離強度に対して、より一層効果的に寄与できる。さらに、先頭構体の下端部に延設された補助梁部と、車幅方向で左右に分割された端梁の間に配置され車両後方へ凹む第２端梁部とを、底板と塞ぎ板とで連結することによって、強度をより一層増加し得るボックス断面の補強構造を形成することができる。そのため、衝突荷重が、先頭構体の下端部から台枠の端梁に伝達されたとき、上記補強構造によって両者の分断をより一層効果的に防止できる。 In the present invention, the closing plate is provided in contact with the upper end surface of the auxiliary beam portion and the upper end surface of the second end beam portion, and the welded portion includes the outer edge portion of the closing plate and the upper end surface of the auxiliary beam portion. And since the upper end surface of the second end beam portion has a second welded portion welded at least in the vehicle front-rear direction, the welding torch is directed downward in all or part of the second welded portion for welding the outer edge portion of the closing plate. Welding (downward welding) can be performed while moving the vehicle in the front-rear direction. That is, by forming the second welded portion by downward welding, the quality and strength of the welded portion are stabilized, and workability and productivity are improved as compared with lateral welding and upward welding. Further, all or part of the second welded portion is formed by welding the outer edge portion of the closing plate, the upper end surface of the auxiliary beam portion, and the upper end surface of the second end beam portion at least in the front-rear direction of the vehicle. The welding length in the front-rear direction is increased, and it is possible to more effectively contribute to the peel strength between the lower end portion of the leading structure and the end beam of the underframe at the time of a vehicle collision. Further, the auxiliary beam portion extending to the lower end of the leading structure and the second end beam portion arranged between the end beams divided to the left and right in the vehicle width direction and denting to the rear of the vehicle are formed into a bottom plate and a closing plate. By connecting with, it is possible to form a reinforcing structure of the box cross section which can further increase the strength. Therefore, when the collision load is transmitted from the lower end portion of the leading structure to the end beam of the underframe, the above-mentioned reinforcing structure can more effectively prevent the separation between the two.

（４）（１）又は（２）に記載された鉄道車両の製造方法において、
前記端梁に前記第２端梁部を形成すると共に、前記第２端梁部に前記底板を延設して前記台枠を形成する台枠形成工程と、前記先頭構体の下端部に前記補助梁部を延設すると共に、前記補助梁部に前記底板を延設して前記先頭構体を形成する先頭構体形成工程と、前記台枠形成工程で形成した前記台枠と前記先頭構体形成工程で形成した前記先頭構体とを組み付ける組付け工程と、前記組付け工程の後に、前記第１溶接部を下向き溶接によって形成する第１溶接部形成工程とを備えていることを特徴とする。 (4) In the method for manufacturing a railway vehicle according to (1) or (2).
The underframe forming step of forming the second end beam portion on the end beam and extending the bottom plate on the second end beam portion to form the underframe, and the auxiliary at the lower end portion of the leading structure. In the head structure forming step of extending the beam portion and extending the bottom plate to the auxiliary beam portion to form the leading structure, and in the underframe and the leading structure forming step formed in the underframe forming step. It is characterized by including an assembling step of assembling the formed head structure and a first welded portion forming step of forming the first welded portion by downward welding after the assembling step.

本発明においては、端梁に第２端梁部を形成すると共に、第２端梁部に底板を延設して台枠を形成する台枠形成工程を備えているので、台枠形成工程において、端梁に第２端梁部を形成し、第２端梁部に底板を延設する際、それらの各部品を任意の向きに姿勢変更して、溶接品質が安定しやすい下向き溶接によって接合できる。また、先頭構体の下端部に補助梁部を延設すると共に、補助梁部に底板を延設して先頭構体を形成する先頭構体形成工程を備えているので、先頭構体形成工程において、先頭構体の下端部に補助梁部を延設し、補助梁部に底板を延設する際、それらの各部品を任意の向きに姿勢変更して、溶接品質が安定しやすい下向き溶接によって接合できる。 In the present invention, the underframe forming step is provided in which the second end beam portion is formed on the end beam and the underframe is formed by extending the bottom plate to the second end beam portion. When the second end beam is formed on the end beam and the bottom plate is extended on the second end beam, the posture of each of these parts is changed in any direction and joined by downward welding where the welding quality is easy to stabilize. can. Further, since the auxiliary beam portion is extended to the lower end portion of the leading structure and the leading structure forming step is provided by extending the bottom plate to the auxiliary beam portion to form the leading structure, the leading structure is formed in the leading structure forming step. When the auxiliary beam portion is extended to the lower end portion and the bottom plate is extended to the auxiliary beam portion, the posture of each of these parts can be changed in any direction and the parts can be joined by downward welding in which the welding quality is easy to stabilize.

また、台枠形成工程で形成した台枠と先頭構体形成工程で形成した先頭構体とを組み付ける組付け工程と、組付け工程の後に、第１溶接部を下向き溶接によって形成する第１溶接部形成工程とを備えているので、台枠と先頭構体とを組付けた姿勢のままで、第１溶接部の全部又は一部において、溶接トーチを下向きにして車両前後方向に移動させながら溶接（下向き溶接）することができる。すなわち、台枠と先頭構体とを任意の向きに姿勢変更することなく、台枠と先頭構体とをつなぐ第１溶接部を溶接品質が安定しやすい下向き溶接で形成することができ、併せて、車両前後方向の溶接長を増加させることができる。よって、衝突荷重が、先頭構体の下端部から台枠の端梁に伝達されたとき、両者の分断をより一層効果的に防止できる。 Further, an assembly step of assembling the underframe formed in the underframe forming step and the leading structure formed in the leading structure forming step, and a first welded portion forming in which the first welded portion is formed by downward welding after the assembling step. Since it is equipped with a process, welding (downward) is performed while the welding torch is turned downward and moved in the front-rear direction of the vehicle in all or part of the first welded portion while keeping the posture in which the underframe and the leading structure are assembled. Can be welded). That is, the first welded portion connecting the underframe and the head structure can be formed by downward welding in which the welding quality is easy to be stable, without changing the posture of the underframe and the head structure in any direction. The welding length in the front-rear direction of the vehicle can be increased. Therefore, when the collision load is transmitted from the lower end portion of the leading structure to the end beam of the underframe, the separation between the two can be prevented more effectively.

（５）（３）に記載された鉄道車両の製造方法において、
前記端梁に前記第２端梁部を形成すると共に、前記第２端梁部に前記底板を延設して前記台枠を形成する台枠形成工程と、前記先頭構体の下端部に前記補助梁部を延設すると共に、前記補助梁部に前記底板を延設して前記先頭構体を形成する先頭構体形成工程と、前記台枠形成工程で形成した前記台枠と前記先頭構体形成工程で形成した前記先頭構体とを組み付ける組付け工程と、前記組付け工程の後に、前記第１溶接部を下向き溶接によって形成する第１溶接部形成工程と、前記第１溶接部形成工程の後に、前記補助梁部の上端面と前記第２端梁部の上端面とに前記塞ぎ板を当接させて、前記第２溶接部を下向き溶接によって形成する第２溶接部形成工程を備えていることを特徴とする。 (5) In the method for manufacturing a railway vehicle described in (3),
The underframe forming step of forming the second end beam portion on the end beam and extending the bottom plate on the second end beam portion to form the underframe, and the auxiliary at the lower end portion of the leading structure. In the head structure forming step of extending the beam portion and extending the bottom plate to the auxiliary beam portion to form the leading structure, and in the underframe and the leading structure forming step formed in the underframe forming step. After the assembling step of assembling the formed head structure, the first welded portion forming step of forming the first welded portion by downward welding after the assembling step, and the first welded portion forming step, the said It is provided with a second welded portion forming step in which the closing plate is brought into contact with the upper end surface of the auxiliary beam portion and the upper end surface of the second end beam portion to form the second welded portion by downward welding. It is a feature.

本発明においては、端梁に第２端梁部を形成すると共に、第２端梁部に底板を延設して台枠を形成する台枠形成工程と、先頭構体の下端部に補助梁部を延設すると共に、補助梁部に底板を延設して先頭構体を形成する先頭構体形成工程と、台枠形成工程で形成した台枠と先頭構体形成工程で形成した先頭構体とを組み付ける組付け工程と、組付け工程の後に、第１溶接部を下向き溶接によって形成する第１溶接部形成工程と、第１溶接部形成工程の後に、補助梁部の上端面と第２端梁部の上端面とに塞ぎ板を当接させて、第２溶接部を下向き溶接によって形成する第２溶接部形成工程を備えているので、台枠と先頭構体とを組付けた姿勢のままで、第２溶接部の全部又は一部において、溶接トーチを下向きにして車両前後方向に移動させながら溶接（下向き溶接）することができる。すなわち、台枠と先頭構体とを任意の向きに姿勢変更することなく、台枠と先頭構体とをつなぐ第２溶接部を溶接品質が安定しやすい下向き溶接で形成することによって、車両前後方向の溶接長を更に増加させることができる。よって、衝突荷重が、先頭構体の下端部から台枠の端梁に伝達されたとき、両者の分断を更に一層効果的に防止できる。 In the present invention, the underframe forming step of forming the second end beam portion on the end beam and extending the bottom plate on the second end beam portion to form the underframe, and the auxiliary beam portion at the lower end portion of the leading structure. As well as the assembly of the leading structure forming step of extending the bottom plate to the auxiliary beam to form the leading structure, and the underframe formed in the underframe forming step and the leading structure formed in the leading structure forming step. After the attaching step and the assembling step, the first welded portion is formed by downward welding, and after the first welded portion forming step, the upper end surface of the auxiliary beam portion and the second end beam portion are formed. Since the second welded portion forming step is provided in which the closing plate is brought into contact with the upper end surface and the second welded portion is formed by downward welding. 2 Welding (downward welding) can be performed on all or part of the welded portion while the welding torch is turned downward and moved in the front-rear direction of the vehicle. That is, by forming the second welded portion connecting the underframe and the head structure by downward welding in which the welding quality is easy to stabilize, without changing the posture of the underframe and the head structure in an arbitrary direction, in the front-rear direction of the vehicle. The weld length can be further increased. Therefore, when the collision load is transmitted from the lower end of the leading structure to the end beam of the underframe, the separation between the two can be prevented even more effectively.

本発明によれば、先頭構体と台枠の端梁との接合部において、車体室内のスペースを犠牲にすることなく、溶接部の品質と強度を安定して確保しやすく、作業性と生産性を向上できる接合構造を備えた鉄道車両及びその製造方法を提供することができる。 According to the present invention, it is easy to stably secure the quality and strength of the welded portion at the joint portion between the leading structure and the end beam of the underframe without sacrificing the space in the vehicle body interior, and workability and productivity are achieved. It is possible to provide a railroad vehicle having a joint structure capable of improving the above and a method for manufacturing the same.

本発明の実施形態の一態様を表す鉄道車両の概略側面図である。It is a schematic side view of the railroad vehicle which shows one aspect of the Embodiment of this invention. 図１に示す鉄道車両におけるＡ視背面図である。It is a rear view A view of the railroad vehicle shown in FIG. 図２に示すＢ視側面図である。It is a B view side view shown in FIG. 図２に示すＣ視平面図であって、（Ａ）は塞ぎ板がない状態のＣ視平面図であり、（Ｂ）は塞ぎ板が有る状態のＣ視平面図である。2 is a C-viewing plan view shown in FIG. 2, in which FIG. 2A is a C-viewing plan view without a closing plate, and FIG. 2B is a C-viewing plan view with a closing plate. 図４（Ｂ）に示すＤ－Ｄ断面図である。4 is a cross-sectional view taken along the line DD shown in FIG. 4 (B). 図４（Ｂ）に示すＥ－Ｅ断面図である。4 is a cross-sectional view taken along the line EE shown in FIG. 4 (B). 図４（Ｂ）に示すＦ－Ｆ断面図である。4 is a cross-sectional view taken along the line FF shown in FIG. 4B. 図４（Ｂ）に示すＧ－Ｇ断面図である。It is a cross-sectional view of GG shown in FIG. 4 (B). 図１に示す鉄道車両の製造工程におけるフローチャート図である。It is a flowchart in the manufacturing process of the railroad vehicle shown in FIG. 図４（Ａ）に示す先頭構体のみの平面図である。It is a top view of only the head structure shown in FIG. 4A. 図４（Ａ）に示す台枠のみの平面図である。It is a top view of only the underframe shown in FIG. 4A. 特許文献１に開示された鉄道車両における先頭構体の概略断面図である。It is the schematic sectional drawing of the leading structure in the railroad vehicle disclosed in Patent Document 1. 特許文献２に開示された鉄道車両における要部斜視図である。It is a perspective view of the main part in the railroad vehicle disclosed in Patent Document 2.

次に、本発明の実施形態の一態様を表す鉄道車両及びその製造方法について、図面を参照しながら詳細に説明する。具体的には、本実施形態に係る鉄道車両の構成を詳細に説明した上で、他の実施形態に係る本鉄道車両の製造方法について詳細に説明する。 Next, a railroad vehicle and a method for manufacturing the same, which represent one aspect of the embodiment of the present invention, will be described in detail with reference to the drawings. Specifically, after explaining the configuration of the railroad vehicle according to the present embodiment in detail, the manufacturing method of the railroad vehicle according to another embodiment will be described in detail.

＜本鉄道車両の構成＞
まず、本鉄道車両の構成について、図１～図８を用いて説明する。図１に、本発明の実施形態の一態様を表す鉄道車両の概略側面図を示す。図２に、図１に示す鉄道車両におけるＡ視背面図を示す。図３に、図２に示すＢ視側面図を示す。図４に、図２に示すＣ視平面図を示す。具体的には、図４（Ａ）に、塞ぎ板がない状態のＣ視平面図を示し、図４（Ｂ）に、塞ぎ板が有る状態のＣ視平面図を示す。図５に、図４（Ｂ）に示すＤ－Ｄ断面図を示す。図６に、図４（Ｂ）に示すＥ－Ｅ断面図を示す。図７に、図４（Ｂ）に示すＦ－Ｆ断面図を示す。図８に、図４（Ｂ）に示すＧ－Ｇ断面図を示す。 <Composition of this railroad vehicle>
First, the configuration of this railway vehicle will be described with reference to FIGS. 1 to 8. FIG. 1 shows a schematic side view of a railroad vehicle showing an embodiment of the present invention. FIG. 2 shows a rear view of A in the railway vehicle shown in FIG. FIG. 3 shows a side view of B as shown in FIG. FIG. 4 shows a C-view plan view shown in FIG. Specifically, FIG. 4A shows a C-viewing plan view without a closing plate, and FIG. 4B shows a C-viewing plan view with a closing plate. FIG. 5 shows a cross-sectional view taken along the line DD shown in FIG. 4 (B). FIG. 6 shows a cross-sectional view taken along the line EE shown in FIG. 4 (B). FIG. 7 shows a cross-sectional view taken along the line FF shown in FIG. 4 (B). FIG. 8 shows a cross-sectional view taken along the line GG shown in FIG. 4 (B).

図１～図８に示すように、本鉄道車両１０は、台枠１と先頭構体２と側構体３と屋根構体４とを有し、先頭構体２の下端部２１と台枠１の端梁１１とが溶接部ＹＢを介して接合された車体１０ａを備えた鉄道車両１０である。ここで、台枠１には、左右の側梁１７の前端部と接合され車幅方向に延びる端梁１１を備えている。当該端梁１１は、車幅方向で左右に２分割されている。また、台枠１には、端梁１１の後方に左右の側梁１７に連結された枕梁１８が形成され、当該枕梁１８にレールＲａ上を走行する車輪５１を装着する台車５が懸架されている。台枠１の上端には、仮想線で示す床板１５が敷設されている。 As shown in FIGS. 1 to 8, the railroad vehicle 10 has an underframe 1, a head structure 2, a side structure 3, and a roof structure 4, and has a lower end portion 21 of the head structure 2 and an end beam of the underframe 1. A railway vehicle 10 having a vehicle body 10a joined to and 11 via a welded portion YB. Here, the underframe 1 is provided with an end beam 11 that is joined to the front end portions of the left and right side beams 17 and extends in the vehicle width direction. The end beam 11 is divided into two left and right in the vehicle width direction. Further, a pillow beam 18 connected to the left and right side beams 17 is formed behind the end beam 11 on the underframe 1, and a carriage 5 on which the wheels 51 traveling on the rail Ra are mounted is suspended on the pillow beam 18. Has been done. A floor board 15 shown by a virtual line is laid on the upper end of the underframe 1.

また、先頭構体２には、例えば、車幅方向中央部に貫通路２４が形成され、貫通路２４は、図示しない貫通路扉によって閉塞されている。貫通路２４の両側には、妻窓２５が形成されている。また、側構体３には、適宜位置に乗降扉３１と側窓３２とが形成されている。先頭構体２と側構体３との上端部には、屋根構体４が接合されている。本鉄道車両１０は、上記の台枠１と先頭構体２と図示しない平妻（妻構体）と側構体３と屋根構体４とからなる概ね箱型に形成された車体１０ａを備え、通勤車両等として用いることができる。 Further, in the leading structure 2, for example, a through-passage 24 is formed in the central portion in the vehicle width direction, and the through-passage 24 is blocked by a through-passage door (not shown). Wife windows 25 are formed on both sides of the gangway 24. Further, the side structure 3 is formed with an entrance / exit door 31 and a side window 32 at appropriate positions. A roof structure 4 is joined to the upper ends of the head structure 2 and the side structure 3. The railroad vehicle 10 includes a vehicle body 10a formed in a substantially box shape including the underframe 1, the head structure 2, a flat wife (wife structure) (not shown), a side structure 3, and a roof structure 4, and is a commuter vehicle or the like. Can be used as.

また、図４～図８に示すように、台枠１の端梁１１には、車両後方へ凹む第２端梁部１２を備えている。ここでは、第２端梁部１２は、車幅方向で左右に分割された端梁11に対して、車両後方へコの字状に凹むように形成されている。具体的には、第２端梁部１２は、左右に分割された端梁１１の内端部から車両後方に延設された左右一対の第２縦端梁部１２ａと、左右の第２縦端梁部１２ａの後端部から車幅方向に延びて両者をつなぐ第２横端梁部１２ｂと、を備えている。 Further, as shown in FIGS. 4 to 8, the end beam 11 of the underframe 1 is provided with a second end beam portion 12 recessed to the rear of the vehicle. Here, the second end beam portion 12 is formed so as to be recessed in a U shape toward the rear of the vehicle with respect to the end beam 11 divided left and right in the vehicle width direction. Specifically, the second end beam portion 12 includes a pair of left and right second vertical end beam portions 12a extending rearward from the inner end portion of the end beam 11 divided into left and right, and left and right second vertical ends. A second lateral end beam portion 12b extending from the rear end portion of the end beam portion 12a in the vehicle width direction and connecting the two is provided.

また、先頭構体２の下端部２１には、床下で第２端梁部１２に向けて延設された補助梁部２２を備えている。補助梁部２２は、車両中央部側で車両前後方向に延びる一対の補強部材として形成され、その後端部が第２横端梁部１２ｂと接合されている。補助梁部２２は、一対の第２縦端梁部１２ａの間で、車幅方向で略等間隔に配置されている。また、先頭構体２の下端部２１には、左右に分割された端梁１１の上端面１１１に当接して接合される端梁繋ぎ板２１１が車幅方向に延設されている。端梁繋ぎ板２１１の後端縁は、端梁１１の上端面１１１に溶接され、溶接部ＹＢの一部を構成する。溶接部ＹＢは、例えば、ＭＩＧ（Metal Inert Gas）溶接法によって形成することができる。 Further, the lower end portion 21 of the head structure 2 is provided with an auxiliary beam portion 22 extending under the floor toward the second end beam portion 12. The auxiliary beam portion 22 is formed as a pair of reinforcing members extending in the vehicle front-rear direction on the vehicle center portion side, and its rear end portion is joined to the second lateral end beam portion 12b. The auxiliary beam portions 22 are arranged at substantially equal intervals in the vehicle width direction between the pair of second vertical end beam portions 12a. Further, at the lower end portion 21 of the leading structure 2, an end beam connecting plate 211 that abuts and is joined to the upper end surface 111 of the end beam 11 divided into left and right is extended in the vehicle width direction. The trailing edge of the end beam connecting plate 211 is welded to the upper end surface 111 of the end beam 11 to form a part of the welded portion YB. The welded portion YB can be formed by, for example, a MIG (Metal Inert Gas) welding method.

また、溶接部ＹＢには、第２端梁部１２と補助梁部２２とから水平状に延設された底板１３、２３同士が上下方向で当接する当接部ＴＢで少なくとも車両前後方向に溶接された第１溶接部ＹＢ１を有する。第１溶接部ＹＢ１では、溶接トーチを下向きにして溶接（下向き溶接）することができる。下向き溶接であるため、作業者の技量が溶接品質に影響しにくい。そのため、作業者の熟練した技量が必要な横向き溶接や上向き溶接と異なり、溶接品質が安定し、必要な強度を確保しやすく、作業性も向上する。 Further, the welded portion YB is welded at least in the vehicle front-rear direction at the abutting portion TB in which the bottom plates 13 and 23 extending horizontally from the second end beam portion 12 and the auxiliary beam portion 22 abut each other in the vertical direction. It has a first welded portion YB1. In the first welded portion YB1, welding (downward welding) can be performed with the welding torch facing downward. Since it is a downward welding, the skill of the operator does not easily affect the welding quality. Therefore, unlike sideways welding and upward welding, which require the skill of the operator, the welding quality is stable, the required strength can be easily secured, and the workability is improved.

ここでは、補助梁部２２から水平状に延設された底板２３は、第２端梁部１２から水平状に延設された底板１３に対して上方から重なり、且つ第２端梁部１２に対して所定の隙間を有するように略矩形状に形成されている。第１溶接部ＹＢ１は、補助梁部２２から水平状に延設された底板２３の外縁部と第２端梁部１２から水平状に延設された底板１３の上面とを、略Ｌ字状に溶接することによって形成されている。なお、底板２３は、補助梁部２２の側面下端部と先頭構体２の下端部２１の内面とに接合されている。また、底板１３は、第２縦端梁部１２ａの側面下端部と第２横端梁部１２ｂの側面下端部とに接合されている。 Here, the bottom plate 23 extending horizontally from the auxiliary beam portion 22 overlaps the bottom plate 13 horizontally extending from the second end beam portion 12 from above, and overlaps with the second end beam portion 12. On the other hand, it is formed in a substantially rectangular shape so as to have a predetermined gap. The first welded portion YB1 has a substantially L-shaped outer edge portion of the bottom plate 23 extending horizontally from the auxiliary beam portion 22 and the upper surface of the bottom plate 13 extending horizontally from the second end beam portion 12. It is formed by welding to. The bottom plate 23 is joined to the lower end of the side surface of the auxiliary beam 22 and the inner surface of the lower end 21 of the leading structure 2. Further, the bottom plate 13 is joined to the lower end of the side surface of the second vertical end beam portion 12a and the lower end of the side surface of the second horizontal end beam portion 12b.

上述したように、第１溶接部ＹＢ１を下向き溶接によって形成することによって、横向き溶接や上向き溶接に比較して、溶接部ＹＢの強度が安定し、作業性も生産性も向上する。また、第１溶接部ＹＢ１の一部は、車両前後方向に溶接されたものであるので、車両前後方向の溶接長が増大し、車両衝突時における先頭構体２の下端部２１と台枠１の端梁１１との剥離強度に対して、効果的に寄与できる。 As described above, by forming the first welded portion YB1 by downward welding, the strength of the welded portion YB is stable and the workability and productivity are improved as compared with the sideways welding and the upward welding. Further, since a part of the first welded portion YB1 is welded in the vehicle front-rear direction, the welding length in the vehicle front-rear direction increases, and the lower end portion 21 of the leading structure 2 and the underframe 1 at the time of a vehicle collision It can effectively contribute to the peel strength from the end beam 11.

また、第２端梁部１２から水平状に延設された底板１３は、補助梁部２２に対して所定の隙間を有するように略矩形状に形成されている。したがって、第２端梁部１２の底板１３が、補助梁部２２に対して所定の隙間を有し、補助梁部２２の底板２３が、第２端梁部１２に対して所定の隙間を有することになり、台枠１と先頭構体２とを組み付けるときに、互いの位置調整が可能となっている。 Further, the bottom plate 13 extending horizontally from the second end beam portion 12 is formed in a substantially rectangular shape so as to have a predetermined gap with respect to the auxiliary beam portion 22. Therefore, the bottom plate 13 of the second end beam portion 12 has a predetermined gap with respect to the auxiliary beam portion 22, and the bottom plate 23 of the auxiliary beam portion 22 has a predetermined gap with respect to the second end beam portion 12. Therefore, when the underframe 1 and the leading structure 2 are assembled, the positions of the underframe 1 and the leading structure 2 can be adjusted to each other.

なお、第２端梁部１２には、車両前後方向に延設された中梁１４の前端部が接合され、補助梁部２２は、中梁１４と対応する位置で車両前後方向に延設されていることが好ましい。ここでは、中梁１４は、車両中央部側で車両中心に対して左右対称な位置に一対配置され、その後端部が枕梁１８に接合されている。したがって、先頭構体２が車高が高く且つ質量の大きな車両（例えば、大型トラック等）に衝突した場合に、その衝突荷重を補助梁部２２を介して中梁１４に直線的に伝達でき、補助梁部２２及び中梁１４がそれぞれの強度を効果的に発揮することができる。その結果、先頭構体２と台枠１との分断をより効果的に防止し得る。 The front end portion of the middle beam 14 extended in the vehicle front-rear direction is joined to the second end beam portion 12, and the auxiliary beam portion 22 is extended in the vehicle front-rear direction at a position corresponding to the middle beam 14. Is preferable. Here, a pair of middle beams 14 are arranged symmetrically with respect to the center of the vehicle on the center side of the vehicle, and the rear ends thereof are joined to the pillow beam 18. Therefore, when the leading structure 2 collides with a vehicle having a high vehicle height and a large mass (for example, a large truck), the collision load can be linearly transmitted to the middle beam 14 via the auxiliary beam portion 22 to assist. The beam portion 22 and the middle beam 14 can effectively exert their respective strengths. As a result, the division between the leading structure 2 and the underframe 1 can be prevented more effectively.

また、補助梁部２２の上端面２２１と第２端梁部１２の上端面１２１とに下面が床板１５の下面と同一面上に当接された塞ぎ板１６を備え、溶接部ＹＢには、塞ぎ板１６の外縁部１６１と補助梁部２２の上端面２２１及び第２端梁部１２の上端面１２１とが少なくとも車両前後方向に溶接された第２溶接部ＹＢ２を有することが好ましい。この場合、第２溶接部ＹＢ２は、溶接トーチを下向きにして溶接（下向き溶接）することができる。ここでは、塞ぎ板１６の板厚は、床板１５の板厚と同一に形成されているが、両者の板厚は異なっても良い。例えば、塞ぎ板の板厚を、床板の板厚より厚く形成することによって、第２溶接部の強度をより一層高めることもできる。 Further, the upper end surface 221 of the auxiliary beam portion 22 and the upper end surface 121 of the second end beam portion 12 are provided with a closing plate 16 whose lower surface is in contact with the lower surface of the floor plate 15 on the same surface, and the welded portion YB is provided with a closing plate 16. It is preferable that the outer edge portion 161 of the closing plate 16, the upper end surface 221 of the auxiliary beam portion 22, and the upper end surface 121 of the second end beam portion 12 have a second welded portion YB2 welded at least in the vehicle front-rear direction. In this case, the second welded portion YB2 can be welded (downward welding) with the welding torch facing downward. Here, the plate thickness of the closing plate 16 is formed to be the same as the plate thickness of the floor plate 15, but the plate thickness of both may be different. For example, the strength of the second welded portion can be further increased by forming the plate thickness of the closing plate to be thicker than the plate thickness of the floor plate.

また、第２溶接部ＹＢ２の一部は、塞ぎ板１６の外縁部１６１と補助梁部２２の上端面２２１及び第２端梁部１２の上端面１２１とが少なくとも車両前後方向に溶接されたものであるので、車両前後方向の溶接長が更に増大し、車両衝突時における先頭構体２の下端部２１と台枠１の端梁１１との剥離強度に対して、より一層効果的に寄与できる。 Further, a part of the second welded portion YB2 is a portion in which the outer edge portion 161 of the closing plate 16 and the upper end surface 221 of the auxiliary beam portion 22 and the upper end surface 121 of the second end beam portion 12 are welded at least in the vehicle front-rear direction. Therefore, the welding length in the front-rear direction of the vehicle is further increased, and it is possible to more effectively contribute to the peel strength between the lower end portion 21 of the leading structure 2 and the end beam 11 of the underframe 1 at the time of a vehicle collision.

さらに、先頭構体２の下端部２１に延設された補助梁部２２と、車幅方向で左右に分割された端梁１１の間に配置され車両後方へ凹む第２端梁部１２とを、底板１３、２３と塞ぎ板１６とで連結することによって、強度をより一層増加し得るボックス断面の補強構造を形成することができる。そのため、衝突荷重が、先頭構体２の下端部２１から台枠１の端梁１１に伝達されたとき、上記補強構造によって両者の分断をより一層効果的に防止できる。 Further, an auxiliary beam portion 22 extending to the lower end portion 21 of the leading structure 2 and a second end beam portion 12 arranged between the end beams 11 divided to the left and right in the vehicle width direction and recessed to the rear of the vehicle are provided. By connecting the bottom plates 13 and 23 with the closing plate 16, it is possible to form a reinforcing structure of the box cross section that can further increase the strength. Therefore, when the collision load is transmitted from the lower end portion 21 of the leading structure 2 to the end beam 11 of the underframe 1, the reinforcing structure can more effectively prevent the two from being separated.

＜本鉄道車両の製造方法＞
次に、本鉄道車両１０の製造方法を、図４、図９～図１１を用いて説明する。図９に、図１に示す鉄道車両の製造工程におけるフローチャート図を示す。図１０に、図４（Ａ）に示す先頭構体のみの平面図を示す。図１１に、図４（Ａ）に示す台枠のみの平面図を示す。 <Manufacturing method of this railroad vehicle>
Next, a method of manufacturing the railway vehicle 10 will be described with reference to FIGS. 4, 9 to 11. FIG. 9 shows a flowchart of the manufacturing process of the railway vehicle shown in FIG. FIG. 10 shows a plan view of only the head structure shown in FIG. 4 (A). FIG. 11 shows a plan view of only the underframe shown in FIG. 4 (A).

図４、図９～図１１に示すように、鉄道車両１０の製造方法は、端梁１１に第２端梁部１２を形成すると共に、第２端梁部１２に底板１３を延設して台枠１を形成する台枠形成工程（ステップＳ１）と、先頭構体２の下端部２１に補助梁部２２を延設すると共に、補助梁部２２に底板２３を延設して先頭構体２を形成する先頭構体形成工程（ステップＳ２）と、台枠形成工程（ステップＳ１）で形成した台枠１と先頭構体形成工程（ステップＳ２）で形成した先頭構体２とを組み付ける組付け工程（ステップＳ３）と、組付け工程（ステップＳ３）の後に、第１溶接部ＹＢ１を下向き溶接によって形成する第１溶接部形成工程（ステップＳ４）と、第１溶接部形成工程（ステップＳ４）の後に、補助梁部２２の上端面２２１と第２端梁部１２の上端面１２１とに塞ぎ板１６を当接させて、第２溶接部ＹＢ２を下向き溶接によって形成する第２溶接部形成工程（ステップＳ５）を備えている。 As shown in FIGS. 4 and 9 to 11, in the method of manufacturing a railroad vehicle 10, a second end beam portion 12 is formed on an end beam 11 and a bottom plate 13 is extended on the second end beam portion 12. In the underframe forming step (step S1) for forming the underframe 1, the auxiliary beam portion 22 is extended to the lower end portion 21 of the leading structure 2, and the bottom plate 23 is extended to the auxiliary beam portion 22 to form the leading structure 2. An assembly step (step S3) of assembling the leading structure forming step (step S2) to be formed, the underframe 1 formed in the underframe forming step (step S1), and the leading structure 2 formed in the leading structure forming step (step S2). ), The first welded portion forming step (step S4) in which the first welded portion YB1 is formed by downward welding after the assembling step (step S3), and the auxiliary after the first welded portion forming step (step S4). A second welded portion forming step (step S5) in which the closing plate 16 is brought into contact with the upper end surface 221 of the beam portion 22 and the upper end surface 121 of the second end beam portion 12 to form the second welded portion YB2 by downward welding. It is equipped with.

まず、図１１に示すように、台枠形成工程（ステップＳ１）において、端梁１１に第２端梁部１２を形成すると共に、第２端梁部１２に底板１３を延設して台枠１を形成する。すなわち、車幅方向で左右に分割された端梁１１を水平状にセットして、端梁１１の内端部に車両後方へ凹む第２端梁部１２を、下向き溶接によって接合する。具体的には、左右に分割された端梁１１の内端部に、車両後方に延設された左右一対の第２縦端梁部１２ａを下向き溶接によって接合し、左右の第２縦梁１２ａの後端部に、車幅方向に延びて両者をつなぐ第２横端梁部１２ｂを下向き溶接によって接合する。また、第２端梁部１２の側面下端部には、水平状に延設された底板１３を、下向き溶接によって接合する。さらに、水平状にセットした側梁１７の前端部には、第２端梁部１２と底板１３とが接合された端梁１１の外端部を、下向き溶接によって接合する。そして、必要に応じて、第２端梁部１２の第２横端梁部１２ｂには、車両前後方向に延設された中梁１４の前端部を、下向き溶接によって接合する。上述したように、台枠１の単体の状態で、端梁１１と第２端梁部１２と底板１３と中梁１４とを夫々接合することができるので、各部材を任意の姿勢（水平状の姿勢）にセットして、夫々下向き溶接によって溶接品質が安定した溶接部ＹＢを形成することができる。 First, as shown in FIG. 11, in the underframe forming step (step S1), the second end beam portion 12 is formed on the end beam 11 and the bottom plate 13 is extended on the second end beam portion 12 to extend the underframe. Form 1. That is, the end beam 11 divided into left and right in the vehicle width direction is set horizontally, and the second end beam portion 12 recessed to the rear of the vehicle is joined to the inner end portion of the end beam 11 by downward welding. Specifically, a pair of left and right second vertical end beam portions 12a extending to the rear of the vehicle are joined to the inner end portions of the end beams 11 divided into left and right by downward welding, and the left and right second vertical beams 12a are joined. A second lateral end beam portion 12b extending in the vehicle width direction and connecting the two is joined to the rear end portion by downward welding. Further, a horizontally extended bottom plate 13 is joined to the lower end of the side surface of the second end beam portion 12 by downward welding. Further, the outer end portion of the end beam 11 to which the second end beam portion 12 and the bottom plate 13 are joined is joined to the front end portion of the side beam 17 set horizontally by downward welding. Then, if necessary, the front end portion of the middle beam 14 extending in the front-rear direction of the vehicle is joined to the second horizontal end beam portion 12b of the second end beam portion 12 by downward welding. As described above, since the end beam 11, the second end beam portion 12, the bottom plate 13 and the middle beam 14 can be joined to each other in the state of the underframe 1 alone, each member can be in an arbitrary posture (horizontal shape). It is possible to form a welded portion YB with stable welding quality by downward welding, respectively.

次に、図１０に示すように、先頭構体形成工程（ステップＳ２）において、先頭構体２の下端部２１に補助梁部２２を延設すると共に、補助梁部２２に底板２３を延設して先頭構体２を形成する。すなわち、先頭構体２を水平状にセットして、その下端部２１に、垂直状に起立する補助梁部２２を下向き溶接によって接合する。また、先頭構体２の下端部２１に、垂直状に起立する端梁繋ぎ板２１１を下向き溶接によって接合する。また、先頭構体２の下端部２１に、垂直状に起立する底板２３を、補助梁部２２の側面下端部に当接させた状態で、下向き溶接によって接合する。さらに、先頭構体２を垂直状にセットして、底板２３の姿勢を水平状に変更して、底板２３と補助梁部２２の側面下端部とを下向き溶接によって接合する。上述したように、先頭構体２の単体の状態で、先頭構体２の下端部２１と補助梁部２２と底板２３と端梁繋ぎ板２１１とを夫々接合することができるので、各部材を任意の姿勢（水平状の姿勢）にセットして、夫々下向き溶接によって溶接品質が安定した溶接部ＹＢを形成することができる。 Next, as shown in FIG. 10, in the head structure forming step (step S2), the auxiliary beam portion 22 is extended to the lower end portion 21 of the head structure 2, and the bottom plate 23 is extended to the auxiliary beam portion 22. Form the head structure 2. That is, the head structure 2 is set horizontally, and the auxiliary beam portion 22 standing vertically is joined to the lower end portion 21 by downward welding. Further, the end beam connecting plate 211 standing vertically is joined to the lower end portion 21 of the leading structure 2 by downward welding. Further, the bottom plate 23 standing vertically is joined to the lower end portion 21 of the head structure 2 by downward welding in a state of being in contact with the lower end portion of the side surface of the auxiliary beam portion 22. Further, the head structure 2 is set vertically, the posture of the bottom plate 23 is changed horizontally, and the bottom plate 23 and the lower end of the side surface of the auxiliary beam portion 22 are joined by downward welding. As described above, since the lower end portion 21, the auxiliary beam portion 22, the bottom plate 23, and the end beam connecting plate 211 of the leading structure 2 can be joined to each other in the state of the leading structure 2 alone, each member can be arbitrarily joined. It is possible to form a welded portion YB with stable welding quality by setting the posture (horizontal posture) and performing downward welding, respectively.

次に、組付け工程（ステップＳ３）において、台枠形成工程（ステップＳ１）で形成した台枠１と先頭構体形成工程（ステップＳ２）で形成した先頭構体２とを組み付ける（図３を参照）。ここでは、台枠１は、水平状にセットされ、先頭構体２は、垂直状にセットされている。したがって、先頭構体２の下端部２１に延設された端梁繋ぎ板２１１は、左右に分割された端梁１１の上端面１１１に当接している。また、補助梁部２２から水平状に延設された底板２３は、第２端梁部１２から水平状に延設された底板１３と上方から重なった当接部ＴＢにて当接している。 Next, in the assembling step (step S3), the underframe 1 formed in the underframe forming step (step S1) and the leading structure 2 formed in the leading structure forming step (step S2) are assembled (see FIG. 3). .. Here, the underframe 1 is set horizontally, and the leading structure 2 is set vertically. Therefore, the end beam connecting plate 211 extending to the lower end portion 21 of the head structure 2 is in contact with the upper end surface 111 of the end beam 11 divided into left and right. Further, the bottom plate 23 extending horizontally from the auxiliary beam portion 22 is in contact with the bottom plate 13 extending horizontally from the second end beam portion 12 at the contact portion TB overlapping from above.

次に、図４（Ａ）に示すように、第１溶接部形成工程（ステップＳ４）において、第１溶接部ＹＢ１を下向き溶接によって形成する。すなわち、補助梁部２２から水平状に延設された底板２３は、第２端梁部１２から水平状に延設された底板１３と上方から重なり、且つ第２端梁部１２に対して所定の隙間を有するように略矩形状に形成されているので、第１溶接部ＹＢ１は、補助梁部２２から水平状に延設された底板２３の外縁部と第２端梁部１２から水平状に延設された底板１３の上面とを、下向き溶接によって略Ｌ字状に溶接する。この場合、台枠１と先頭構体２とを任意の向きに姿勢変更することなく、第１溶接部ＹＢ１を溶接品質が安定しやすい下向き溶接によって形成することができる。 Next, as shown in FIG. 4A, in the first welded portion forming step (step S4), the first welded portion YB1 is formed by downward welding. That is, the bottom plate 23 extending horizontally from the auxiliary beam portion 22 overlaps with the bottom plate 13 horizontally extending from the second end beam portion 12 from above, and is predetermined with respect to the second end beam portion 12. Since the first welded portion YB1 is formed in a substantially rectangular shape so as to have a gap between the two, the first welded portion YB1 is horizontal from the outer edge portion of the bottom plate 23 extending horizontally from the auxiliary beam portion 22 and the second end beam portion 12. The upper surface of the bottom plate 13 extended to the above is welded in a substantially L shape by downward welding. In this case, the first welded portion YB1 can be formed by downward welding in which the welding quality is easy to be stable, without changing the postures of the underframe 1 and the leading structure 2 in any direction.

次に、図４（Ｂ）に示すように、第２溶接部形成工程（ステップＳ５）において、補助梁部２２の上端面２２１と第２端梁部１２の上端面１２１とに塞ぎ板１６を当接させて、第２溶接部ＹＢ２を下向き溶接によって形成する。すなわち、補助梁部２２の上端面２２１と第２端梁部１２の上端面１２１とに対して、塞ぎ板１６を水平状に当接させてセットし、塞ぎ板１６の外縁部１６１と補助梁部２２の上端面２２１及び第２端梁部１２の上端面１２１とを、下向き溶接によって略矩形環状に溶接する。この場合、台枠１と先頭構体２とを任意の向きに姿勢変更することなく、第２溶接部ＹＢ２を溶接品質が安定しやすい下向き溶接によって形成することができる。 Next, as shown in FIG. 4B, in the second welded portion forming step (step S5), the closing plate 16 is formed on the upper end surface 221 of the auxiliary beam portion 22 and the upper end surface 121 of the second end beam portion 12. The second welded portion YB2 is formed by abutting by downward welding. That is, the closing plate 16 is set so as to be in horizontal contact with the upper end surface 221 of the auxiliary beam portion 22 and the upper end surface 121 of the second end beam portion 12, and the outer edge portion 161 of the closing plate 16 and the auxiliary beam are set. The upper end surface 221 of the portion 22 and the upper end surface 121 of the second end beam portion 12 are welded in a substantially rectangular annular shape by downward welding. In this case, the second welded portion YB2 can be formed by downward welding in which the welding quality is easy to be stable, without changing the postures of the underframe 1 and the leading structure 2 in any direction.

以上、詳細に説明したように、本鉄道車両１０の製造方法によれば、台枠形成工程（ステップＳ１）と、先頭構体形成工程（ステップＳ２）と、第１溶接部形成工程（ステップＳ４）と、第２溶接部形成工程（ステップＳ５）とにおいて、各溶接部ＹＢ（ＹＢ１、ＹＢ２）を溶接品質が安定した下向き溶接によって形成することができ、溶接部の強度を安定して確保しやすい接合構造を備えた鉄道車両１０の製造方法を提供することができる。 As described above in detail, according to the method for manufacturing the railway vehicle 10, the underframe forming step (step S1), the head structure forming step (step S2), and the first welded portion forming step (step S4). In the second welded portion forming step (step S5), each welded portion YB (YB1, YB2) can be formed by downward welding with stable welding quality, and it is easy to stably secure the strength of the welded portion. It is possible to provide a method for manufacturing a railroad vehicle 10 having a welded structure.

＜作用効果＞
以上、詳細に説明した本実施形態に係る鉄道車両１０によれば、端梁１１には、車両後方へ凹む第２端梁部１２を備えると共に、先頭構体２の下端部２１には、床下で第２端梁部１２に向けて延設された補助梁部２２を備えるので、第２端梁部１２と補助梁部２２とを床下に配置でき、車体室内のスペースを犠牲にすることを容易に回避できる。また、溶接部ＹＢには、第２端梁部１２と補助梁部２２とから水平状に延設された底板１３、２３同士が上下方向で当接する当接部ＴＢで少なくとも車両前後方向に溶接された第１溶接部ＹＢ１を有するので、第１溶接部ＹＢ１の全部又は一部において、溶接トーチを下向きにして車両前後方向に移動させながら溶接（下向き溶接）することができる。すなわち、第１溶接部ＹＢ１を下向き溶接によって形成することによって、横向き溶接や上向き溶接に比較して、溶接部ＹＢの強度が安定し、作業性と生産性が向上する。また、第１溶接部ＹＢ１の全部又は一部は、第２端梁部１２と補助梁部２２とから水平状に延設された底板１３、２３同士が上下方向で当接する当接部ＴＢで車両前後方向に溶接されたものであるので、車両前後方向の溶接長が増大し、車両衝突時における先頭構体２の下端部２１と台枠１の端梁１１との剥離強度に対して、効果的に寄与できる。 <Action effect>
According to the railway vehicle 10 according to the present embodiment described in detail above, the end beam 11 is provided with a second end beam portion 12 recessed to the rear of the vehicle, and the lower end portion 21 of the leading structure 2 is under the floor. Since the auxiliary beam portion 22 extending toward the second end beam portion 12 is provided, the second end beam portion 12 and the auxiliary beam portion 22 can be arranged under the floor, and it is easy to sacrifice the space in the vehicle body interior. Can be avoided. Further, the welded portion YB is welded at least in the front-rear direction of the vehicle by the contact portion TB in which the bottom plates 13 and 23 extending horizontally from the second end beam portion 12 and the auxiliary beam portion 22 abut in the vertical direction. Since the first welded portion YB1 is provided, all or part of the first welded portion YB1 can be welded (downward welding) while the welding torch is turned downward and moved in the front-rear direction of the vehicle. That is, by forming the first welded portion YB1 by downward welding, the strength of the welded portion YB is stabilized, and workability and productivity are improved as compared with sideways welding and upward welding. Further, all or part of the first welded portion YB1 is a contact portion TB in which the bottom plates 13 and 23 extending horizontally from the second end beam portion 12 and the auxiliary beam portion 22 abut each other in the vertical direction. Since it is welded in the front-rear direction of the vehicle, the welding length in the front-rear direction of the vehicle increases, which is effective for the peel strength between the lower end portion 21 of the leading structure 2 and the end beam 11 of the underframe 1 at the time of a vehicle collision. Can contribute to the future.

よって、本実施形態によれば、先頭構体２と台枠１の端梁１１との接合部において、車体室内のスペースを犠牲にすることなく、溶接部ＹＢの品質と強度を安定して確保しやすく、作業性と生産性を向上できる接合構造を備えた鉄道車両１０を提供することができる。 Therefore, according to the present embodiment, the quality and strength of the welded portion YB are stably ensured at the joint portion between the leading structure 2 and the end beam 11 of the underframe 1 without sacrificing the space in the vehicle body interior. It is possible to provide a railroad vehicle 10 having a joint structure that is easy to use and can improve workability and productivity.

また、本実施形態によれば、第２端梁部１２は、車幅方向で左右に分割された端梁１１の間に配置され、第２端梁部１２には、車両前後方向に延設された中梁１４の前端部が接合され、また、補助梁部２２は、中梁１４と対応する位置で車両前後方向に延設されているので、先頭構体２が受ける衝突荷重を、補助梁部２２を介して中梁１４に直線的に伝達でき、補助梁部２２及び中梁１４がそれぞれの強度を効果的に発揮することができる。その結果、先頭構体２と台枠１との分断をより効果的に防止し得る。 Further, according to the present embodiment, the second end beam portion 12 is arranged between the end beams 11 divided to the left and right in the vehicle width direction, and extends to the second end beam portion 12 in the vehicle front-rear direction. Since the front end portion of the middle beam 14 is joined and the auxiliary beam portion 22 is extended in the front-rear direction of the vehicle at a position corresponding to the middle beam 14, the collision load received by the leading structure 2 is applied to the auxiliary beam. It can be linearly transmitted to the middle beam 14 via the portion 22, and the auxiliary beam portion 22 and the middle beam 14 can effectively exert their respective strengths. As a result, the division between the leading structure 2 and the underframe 1 can be prevented more effectively.

また、本実施形態によれば、補助梁部２２の上端面２２１と第２端梁部１２の上端面１２１とに下面が床板１５の下面と同一面上に当接された塞ぎ板１６を備え、溶接部ＹＢには、塞ぎ板１６の外縁部１６１と補助梁部２２の上端面２２１及び第２端梁部１２の上端面１２１とが少なくとも車両前後方向に溶接された第２溶接部ＹＢ２を有するので、第２溶接部ＹＢ２の全部又は一部において、溶接トーチを下向きにして車両前後方向に移動させながら溶接（下向き溶接）することができる。すなわち、第２溶接部ＹＢ２を下向き溶接によって形成することによって、横向き溶接や上向き溶接に比較して、溶接部ＹＢの強度が安定し、作業性と生産性が向上する。また、第２溶接部ＹＢ２の全部又は一部は、塞ぎ板１６の外縁部１６１と補助梁部２２の上端面２２１及び第２端梁部１２の上端面１２１とが少なくとも車両前後方向に溶接されたものであるので、車両前後方向の溶接長が更に増大し、車両衝突時における先頭構体２の下端部２１と台枠１の端梁１１との剥離強度に対して、より一層効果的に寄与できる。さらに、先頭構体２の下端部２１に延設された補助梁部２２と、車幅方向で左右に分割された端梁１１の間に配置され車両後方へ凹む第２端梁部１２とを、底板１３、２３と塞ぎ板１６とで連結することによって、強度をより一層増加し得るボックス断面の補強構造を形成することができる。そのため、衝突荷重が、先頭構体２の下端部２１から台枠１の端梁１１に伝達されたとき、上記補強構造によって両者の分断をより一層効果的に防止できる。 Further, according to the present embodiment, the upper end surface 221 of the auxiliary beam portion 22 and the upper end surface 121 of the second end beam portion 12 are provided with a closing plate 16 whose lower surface is in contact with the lower surface of the floor plate 15. In the welded portion YB, a second welded portion YB2 in which the outer edge portion 161 of the closing plate 16, the upper end surface 221 of the auxiliary beam portion 22, and the upper end surface 121 of the second end beam portion 12 are welded at least in the vehicle front-rear direction is provided. Therefore, all or part of the second welded portion YB2 can be welded (downward welding) while the welding torch is turned downward and moved in the front-rear direction of the vehicle. That is, by forming the second welded portion YB2 by downward welding, the strength of the welded portion YB is stabilized, and workability and productivity are improved as compared with sideways welding and upward welding. Further, in all or part of the second welded portion YB2, the outer edge portion 161 of the closing plate 16, the upper end surface 221 of the auxiliary beam portion 22, and the upper end surface 121 of the second end beam portion 12 are welded at least in the vehicle front-rear direction. Therefore, the welding length in the front-rear direction of the vehicle is further increased, which further effectively contributes to the peel strength between the lower end portion 21 of the leading structure 2 and the end beam 11 of the underframe 1 in the event of a vehicle collision. can. Further, an auxiliary beam portion 22 extending to the lower end portion 21 of the leading structure 2 and a second end beam portion 12 arranged between the end beams 11 divided to the left and right in the vehicle width direction and recessed to the rear of the vehicle are provided. By connecting the bottom plates 13 and 23 with the closing plate 16, it is possible to form a reinforcing structure of the box cross section that can further increase the strength. Therefore, when the collision load is transmitted from the lower end portion 21 of the leading structure 2 to the end beam 11 of the underframe 1, the reinforcing structure can more effectively prevent the two from being separated.

また、本鉄道車両の製造方法に係る他の実施形態によれば、端梁１１に第２端梁部１２を形成すると共に、第２端梁部１２に底板１３を延設して台枠１を形成する台枠形成工程（ステップＳ１）を備えているので、台枠形成工程（ステップＳ１）において、端梁１１に第２端梁部１２を形成し、第２端梁部１２に底板１３を延設する際、それらの各部品を任意の向きに姿勢変更して、溶接品質が安定しやすい下向き溶接によって接合できる。また、先頭構体２の下端部２１に補助梁部２２を延設すると共に、補助梁部２２に底板２３を延設して先頭構体２を形成する先頭構体形成工程（ステップＳ２）を備えているので、先頭構体形成工程（ステップＳ２）において、先頭構体２の下端部２１に補助梁部２２を延設し、補助梁部２２に底板２３を延設する際、それらの各部品を任意の向きに姿勢変更して、溶接品質が安定しやすい下向き溶接によって接合できる。 Further, according to another embodiment according to the method for manufacturing the present railway vehicle, the second end beam portion 12 is formed on the end beam 11 and the bottom plate 13 is extended on the second end beam portion 12 to extend the underframe 1. Since the underframe forming step (step S1) for forming the underframe is provided, in the underframe forming step (step S1), the second end beam portion 12 is formed on the end beam 11 and the bottom plate 13 is formed on the second end beam portion 12. When extending the beam, each of these parts can be repositioned in any direction and joined by downward welding, which tends to stabilize the welding quality. Further, the auxiliary beam portion 22 is extended to the lower end portion 21 of the leading structure 2, and the leading structure forming step (step S2) is provided in which the bottom plate 23 is extended to the auxiliary beam portion 22 to form the leading structure 2. Therefore, in the head structure forming step (step S2), when the auxiliary beam portion 22 is extended to the lower end portion 21 of the head structure 2 and the bottom plate 23 is extended to the auxiliary beam portion 22, each of these parts is oriented in an arbitrary direction. It is possible to change the posture to and join by downward welding where the welding quality is easy to stabilize.

また、台枠形成工程（ステップＳ１）で形成した台枠１と先頭構体形成工程（ステップＳ２）で形成した先頭構体２とを組み付ける組付け工程（ステップＳ３）と、組付け工程（ステップＳ３）の後に、第１溶接部ＹＢ１を下向き溶接によって形成する第１溶接部形成工程（ステップＳ４）とを備えているので、台枠１と先頭構体２とを組付けた姿勢のままで、第１溶接部ＹＢ１の全部又は一部において、溶接トーチを下向きにして車両前後方向に移動させながら溶接（下向き溶接）することができる。すなわち、台枠１と先頭構体２とを任意の向きに姿勢変更することなく、台枠１と先頭構体２とをつなぐ第１溶接部ＹＢ１を溶接品質が安定しやすい下向き溶接で形成することができ、併せて、車両前後方向の溶接長を増加させることができる。よって、衝突荷重が、先頭構体２の下端部２１から台枠１の端梁１１に伝達されたとき、両者の分断をより一層効果的に防止できる。 Further, an assembling step (step S3) and an assembling step (step S3) of assembling the underframe 1 formed in the underframe forming step (step S1) and the leading structure 2 formed in the leading structure forming step (step S2). Since it is provided with a first welded portion forming step (step S4) in which the first welded portion YB1 is formed by downward welding, the first welded portion is kept in the posture in which the underframe 1 and the leading structure 2 are assembled. Welding (downward welding) can be performed on all or part of the welded portion YB1 while the welding torch is turned downward and moved in the front-rear direction of the vehicle. That is, the first welded portion YB1 connecting the underframe 1 and the leading structure 2 can be formed by downward welding in which the welding quality is easy to be stable, without changing the postures of the underframe 1 and the leading structure 2 in any direction. At the same time, the welding length in the front-rear direction of the vehicle can be increased. Therefore, when the collision load is transmitted from the lower end portion 21 of the leading structure 2 to the end beam 11 of the underframe 1, the separation between the two can be prevented more effectively.

また、本他の実施形態によれば、端梁１１に第２端梁部１２を形成すると共に、第２端梁部１２に底板１３を延設して台枠１を形成する台枠形成工程（ステップＳ１）と、先頭構体２の下端部２１に補助梁部２２を延設すると共に、補助梁部２２に底板２３を延設して先頭構体２を形成する先頭構体形成工程（ステップＳ２）と、台枠形成工程（ステップＳ１）で形成した台枠１と先頭構体形成工程（ステップＳ２）で形成した先頭構体２とを組み付ける組付け工程（ステップＳ３）と、組付け工程（ステップＳ３）の後に、第１溶接部ＹＢ１を下向き溶接によって形成する第１溶接部形成工程（ステップＳ４）と、第１溶接部形成工程（ステップＳ４）の後に、補助梁部２２の上端面２２１と第２端梁部１２の上端面１２１とに塞ぎ板１６を当接させて、第２溶接部ＹＢ２を下向き溶接によって形成する第２溶接部形成工程（ステップＳ５）を備えているので、台枠１と先頭構体２とを組付けた姿勢のままで、第２溶接部ＹＢ２の全部又は一部において、溶接トーチを下向きにして車両前後方向に移動させながら溶接（下向き溶接）することができる。すなわち、台枠１と先頭構体２とを任意の向きに姿勢変更することなく、台枠１と先頭構体２とをつなぐ第２溶接部ＹＢ２を溶接品質が安定しやすい下向き溶接で形成することができ、併せて、車両前後方向の溶接長を更に増加させることができる。よって、衝突荷重が、先頭構体２の下端部２１から台枠１の端梁１１に伝達されたとき、両者の分断を更に一層効果的に防止できる。 Further, according to the present and other embodiments, the underframe forming step of forming the second end beam portion 12 on the end beam 11 and extending the bottom plate 13 on the second end beam portion 12 to form the underframe 1. (Step S1) and a leading structure forming step (step S2) in which the auxiliary beam portion 22 is extended to the lower end portion 21 of the leading structure 2 and the bottom plate 23 is extended to the auxiliary beam portion 22 to form the leading structure 2. Assembling step (step S3) and assembling step (step S3) of assembling the underframe 1 formed in the underframe forming step (step S1) and the leading structure 2 formed in the leading structure forming step (step S2). After the first welded portion forming step (step S4) in which the first welded portion YB1 is formed by downward welding and the first welded portion forming step (step S4), the upper end surfaces 221 and the second of the auxiliary beam portion 22 Since the second welded portion forming step (step S5) is provided in which the closing plate 16 is brought into contact with the upper end surface 121 of the end beam portion 12 and the second welded portion YB2 is formed by downward welding. With the posture in which the head structure 2 is assembled, all or part of the second welded portion YB2 can be welded (downward welding) while the welding torch is turned downward and moved in the front-rear direction of the vehicle. That is, the second welded portion YB2 connecting the underframe 1 and the leading structure 2 can be formed by downward welding in which the welding quality is easy to be stable, without changing the postures of the underframe 1 and the leading structure 2 in an arbitrary direction. At the same time, the welding length in the front-rear direction of the vehicle can be further increased. Therefore, when the collision load is transmitted from the lower end portion 21 of the leading structure 2 to the end beam 11 of the underframe 1, the separation between the two can be prevented even more effectively.

＜変形例＞
以上、本実施形態に係る鉄道車両１０及びその製造方法を詳細に説明したが、本発明はこれに限定されることなく、その趣旨を逸脱しない範囲で様々な変更が可能である。例えば、本実施形態では、第２端梁部１２は、車幅方向で左右に分割された端梁11に対して、車両後方へコの字状に凹むように形成されている。しかし、必ずしも、これに限る必要はない。例えば、第２端梁部１２は、車幅方向の中間部に形成された端梁11の両端部に対して、車両後方へコの字状又はＬ字状に凹むように形成しても良い。 <Modification example>
Although the railway vehicle 10 and the manufacturing method thereof according to the present embodiment have been described in detail above, the present invention is not limited to this, and various changes can be made without departing from the spirit thereof. For example, in the present embodiment, the second end beam portion 12 is formed so as to be recessed in a U shape toward the rear of the vehicle with respect to the end beam 11 divided left and right in the vehicle width direction. However, it does not necessarily have to be limited to this. For example, the second end beam portion 12 may be formed so as to be recessed in a U-shape or an L-shape toward the rear of the vehicle with respect to both ends of the end beam 11 formed in the middle portion in the vehicle width direction. ..

本発明は、先頭構体の下端部と台枠の端梁とが溶接品質が安定した溶接部を介して接合された鉄道車両及びその製造方法として利用できる。 INDUSTRIAL APPLICABILITY The present invention can be used as a railway vehicle in which a lower end portion of a leading structure and an end beam of an underframe are joined via a welded portion having stable welding quality, and a method for manufacturing the same.

１ 台枠
２ 先頭構体
３ 側構体
４ 屋根構体
５ 台車
１０ 鉄道車両
１０ａ 車体
１１ 端梁
１２ 第２端梁部
１３ 底板
１４ 中梁
１５ 床板
１６ 塞ぎ板
２１ 下端部
２２ 補助梁部
２３ 底板
１２１、２２１ 上端面
１６１ 外縁部
ＴＢ 当接部
Ｓ１ 台枠形成工程
Ｓ２ 先頭構体形成工程
Ｓ３ 組付け工程
Ｓ４ 第１溶接部形成工程
Ｓ５ 第２溶接部形成工程
ＹＢ 溶接部
ＹＢ１ 第１溶接部
ＹＢ２ 第２溶接部 1 Underframe 2 Lead structure 3 Side structure 4 Roof structure 5 Welder 10 Railroad vehicle 10a Body 11 End beam 12 Second end beam 13 Bottom plate 14 Middle beam 15 Floor plate 16 Closure plate 21 Lower end 22 Auxiliary beam 23 Bottom plate 121, 221 Upper end surface 161 Outer edge part TB contact part S1 Underframe forming process S2 Head structure forming process S3 Assembly process S4 First welded part forming process S5 Second welded part forming process YB Welded part YB1 First welded part YB2 Second welded part

Claims (5)

台枠と先頭構体と側構体と屋根構体とを有し、前記先頭構体の下端部と前記台枠の端梁とが溶接部を介して接合された車体を備えた鉄道車両であって、
前記端梁には、車両後方へ凹む第２端梁部を備えると共に、前記先頭構体の下端部には、床下で前記第２端梁部に向けて延設された補助梁部を備え、
前記溶接部には、前記第２端梁部と前記補助梁部とから水平状に延設された底板同士が上下方向で当接する当接部で少なくとも車両前後方向に溶接された第１溶接部を有することを特徴とする鉄道車両。 A railway vehicle having an underframe, a leading structure, a side structure, and a roof structure, and having a vehicle body in which a lower end portion of the leading structure and an end beam of the underframe are joined via a welded portion.
The end beam is provided with a second end beam portion recessed to the rear of the vehicle, and the lower end portion of the head structure is provided with an auxiliary beam portion extending under the floor toward the second end beam portion.
In the welded portion, a first welded portion welded at least in the vehicle front-rear direction at a contact portion where the bottom plates extending horizontally from the second end beam portion and the auxiliary beam portion abut in the vertical direction. A railroad vehicle characterized by having. 請求項１に記載された鉄道車両において、
前記第２端梁部は、車幅方向で左右に分割された前記端梁の間に配置され、前記第２端梁部には、車両前後方向に延設された中梁の前端部が接合されていること、
前記補助梁部は、前記中梁と対応する位置で車両前後方向に延設されていることを特徴とする鉄道車両。 In the railway vehicle according to claim 1,
The second end beam portion is arranged between the end beams divided to the left and right in the vehicle width direction, and the front end portion of the middle beam extending in the front-rear direction of the vehicle is joined to the second end beam portion. is being done,
The auxiliary beam portion is a railway vehicle characterized in that it extends in the front-rear direction of the vehicle at a position corresponding to the middle beam. 請求項１又は請求項２に記載された鉄道車両において、
前記補助梁部の上端面と前記第２端梁部の上端面とに当接された塞ぎ板を備えること、
前記溶接部には、前記塞ぎ板の外縁部と前記補助梁部の上端面及び前記第２端梁部の上端面とが少なくとも車両前後方向に溶接された第２溶接部を有することを特徴とする鉄道車両。 In the railroad vehicle according to claim 1 or 2.
Provided with a closing plate in contact with the upper end surface of the auxiliary beam portion and the upper end surface of the second end beam portion.
The welded portion is characterized by having a second welded portion in which the outer edge portion of the closing plate, the upper end surface of the auxiliary beam portion, and the upper end surface of the second end beam portion are welded at least in the front-rear direction of the vehicle. Railroad vehicle. 請求項１又は請求項２に記載された鉄道車両の製造方法において、
前記端梁に前記第２端梁部を形成すると共に、前記第２端梁部に前記底板を延設して前記台枠を形成する台枠形成工程と、前記先頭構体の下端部に前記補助梁部を延設すると共に、前記補助梁部に前記底板を延設して前記先頭構体を形成する先頭構体形成工程と、前記台枠形成工程で形成した前記台枠と前記先頭構体形成工程で形成した前記先頭構体とを組み付ける組付け工程と、前記組付け工程の後に、前記第１溶接部を下向き溶接によって形成する第１溶接部形成工程とを備えていることを特徴とする鉄道車両の製造方法。 In the method for manufacturing a railroad vehicle according to claim 1 or 2.
The underframe forming step of forming the second end beam portion on the end beam and extending the bottom plate on the second end beam portion to form the underframe, and the auxiliary at the lower end portion of the leading structure. In the head structure forming step of extending the beam portion and extending the bottom plate to the auxiliary beam portion to form the leading structure, and in the underframe and the leading structure forming step formed in the underframe forming step. A railway vehicle characterized by comprising an assembly step of assembling the formed head structure and a first welded portion forming step of forming the first welded portion by downward welding after the assembling step. Production method. 請求項３に記載された鉄道車両の製造方法において、
前記端梁に前記第２端梁部を形成すると共に、前記第２端梁部に前記底板を延設して前記台枠を形成する台枠形成工程と、前記先頭構体の下端部に前記補助梁部を延設すると共に、前記補助梁部に前記底板を延設して前記先頭構体を形成する先頭構体形成工程と、前記台枠形成工程で形成した前記台枠と前記先頭構体形成工程で形成した前記先頭構体とを組み付ける組付け工程と、前記組付け工程の後に、前記第１溶接部を下向き溶接によって形成する第１溶接部形成工程と、前記第１溶接部形成工程の後に、前記補助梁部の上端面と前記第２端梁部の上端面とに前記塞ぎ板を当接させて、前記第２溶接部を下向き溶接によって形成する第２溶接部形成工程を備えていることを特徴とする鉄道車両の製造方法。 In the method for manufacturing a railway vehicle according to claim 3,
The underframe forming step of forming the second end beam portion on the end beam and extending the bottom plate on the second end beam portion to form the underframe, and the auxiliary at the lower end portion of the leading structure. In the head structure forming step of extending the beam portion and extending the bottom plate to the auxiliary beam portion to form the leading structure, and in the underframe and the leading structure forming step formed in the underframe forming step. After the assembling step of assembling the formed head structure, the first welded portion forming step of forming the first welded portion by downward welding after the assembling step, and the first welded portion forming step, the said It is provided with a second welded portion forming step in which the closing plate is brought into contact with the upper end surface of the auxiliary beam portion and the upper end surface of the second end beam portion to form the second welded portion by downward welding. A characteristic method of manufacturing a railroad vehicle.
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