JP5759356B2 - Rail vehicle roof structure - Google Patents
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- JP5759356B2 JP5759356B2 JP2011271626A JP2011271626A JP5759356B2 JP 5759356 B2 JP5759356 B2 JP 5759356B2 JP 2011271626 A JP2011271626 A JP 2011271626A JP 2011271626 A JP2011271626 A JP 2011271626A JP 5759356 B2 JP5759356 B2 JP 5759356B2
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- 238000003466 welding Methods 0.000 claims description 32
- 210000000988 bone and bone Anatomy 0.000 claims description 15
- 238000005452 bending Methods 0.000 description 8
- 239000000463 material Substances 0.000 description 7
- 238000004519 manufacturing process Methods 0.000 description 6
- 238000012986 modification Methods 0.000 description 4
- 230000004048 modification Effects 0.000 description 4
- 238000005520 cutting process Methods 0.000 description 3
- 238000003780 insertion Methods 0.000 description 3
- 230000037431 insertion Effects 0.000 description 3
- 238000005304 joining Methods 0.000 description 3
- 238000000034 method Methods 0.000 description 3
- 229910000838 Al alloy Inorganic materials 0.000 description 2
- 230000008878 coupling Effects 0.000 description 2
- 238000010168 coupling process Methods 0.000 description 2
- 238000005859 coupling reaction Methods 0.000 description 2
- 238000003825 pressing Methods 0.000 description 2
- 238000012545 processing Methods 0.000 description 2
- 239000010935 stainless steel Substances 0.000 description 2
- 229910001220 stainless steel Inorganic materials 0.000 description 2
- 229910000831 Steel Inorganic materials 0.000 description 1
- 230000002159 abnormal effect Effects 0.000 description 1
- 239000000956 alloy Substances 0.000 description 1
- 238000012937 correction Methods 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
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- 230000005484 gravity Effects 0.000 description 1
- 230000001771 impaired effect Effects 0.000 description 1
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- 230000000087 stabilizing effect Effects 0.000 description 1
- 239000010959 steel Substances 0.000 description 1
- 239000013585 weight reducing agent Substances 0.000 description 1
- 239000002023 wood Substances 0.000 description 1
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Description
本発明は、鉄道車両の屋根構体構造、さらに詳述すれば、側構体と両端部が直線状の垂木とが結合される屋根構体構造に関する。 The present invention relates to a roof structure structure of a railway vehicle, and more particularly, to a roof structure structure in which a side structure and a rafter whose both ends are linear are coupled.
鉄道車両の屋根構体構造は、一般的に、特許文献1に開示されているような、アルミニウム合金系押出形材を屋根外板として用いるものと、非特許文献1に開示されているような、垂木の上に外板を接合してなるものとがある。後者は、車両の長手方向に所定の間隔で配設された、車両の幅方向に延在する複数の垂木の上に外板が接合されてなる。図6に、従来の垂木をその延在方向に対して垂直な方向から見た状態を示す。垂木Rcは、車両の屋根の形状に合わせて、凸状(その長手方向に概ね円弧状)に延在する梁であり、延在方向の全域にわたって曲面で形成されている。なお、垂木Rcにおいて、外板(不図示)が載置される面を外面Rcoと呼び、外面Rcoの反対側の面を内面Rcrと呼んで識別する。垂木Rcは、端部Rceで車両構体に接合される。これについては、後ほど図9及び図10を参照して説明する。 As for the roof structure structure of a railway vehicle, generally, as disclosed in Patent Document 1, an aluminum alloy-based extruded profile is used as a roof outer plate, and as disclosed in Non-Patent Document 1, Some are made by joining outer plates on rafters. The latter is formed by joining an outer plate on a plurality of rafters arranged in the longitudinal direction of the vehicle at predetermined intervals and extending in the width direction of the vehicle. FIG. 6 shows a state in which a conventional rafter is viewed from a direction perpendicular to its extending direction. The rafters Rc are beams that extend in a convex shape (generally in an arc shape in the longitudinal direction) in accordance with the shape of the roof of the vehicle, and are formed with curved surfaces throughout the extending direction. In the rafter Rc, a surface on which an outer plate (not shown) is placed is called an outer surface Rco, and a surface opposite to the outer surface Rco is called an inner surface Rcr. The rafter Rc is joined to the vehicle structure at the end Rce. This will be described later with reference to FIGS.
図7を参照して、垂木Rcの製作方法について説明する。垂木Rcは、通常Z状断面を有して直線状に延在する垂木材Rc”を、車両の屋根の形状に合わせて円弧状に曲げて製作される。しかしながら、内面Rcr側は圧縮されて座屈を生じる恐れがある。そのために、図7(a)に示すように、垂木材Rc”の両端の直線状の端部Rcs(以降、「直端部Rcs」)をテンションチャック(不図示)で強固に保持し、これにテンションシリンダー(不図示)による引張荷重を与えながら、内面Rcr側を金型D’に圧接させて曲げ加工を行うストレッチベンダーが用いられる。 With reference to FIG. 7, the manufacturing method of the rafter Rc will be described. The rafter Rc is manufactured by bending a rafter lumber Rc ″ having a Z-shaped cross section and extending in a straight line in accordance with the shape of the roof of the vehicle. However, the inner surface Rcr side is compressed. For this reason, as shown in FIG. 7A, linear ends Rcs (hereinafter referred to as “straight ends Rcs”) at both ends of the hanging lumber Rc ″ are tension chucks (not shown). ) And a stretch bender that performs bending by pressing the inner surface Rcr side against the mold D ′ while applying a tensile load by a tension cylinder (not shown).
図7(b)に、垂木材Rc”をストレッチベンダーにより曲げ加工後に得られる垂木中間材Rc’を示す。垂木中間材Rc’は、両端の直端部Rcsを残して円弧状に曲げられる。垂木中間材Rc’から、直端部Rcsが切断されて、円弧状の垂木Rcが得られる。 FIG. 7B shows a rafter intermediate material Rc ′ obtained after bending the rafter wood Rc ″ with a stretch bender. The rafter intermediate material Rc ′ is bent in an arc shape while leaving the straight ends Rcs at both ends. The straight end portion Rcs is cut from the rafter intermediate material Rc ′ to obtain an arc-shaped rafter Rc.
図8に、垂木Rcが車両構体に取り付けられている様子(非特許文献1)を車両内部から見た状態を示す。図8(a)及び図8(b)は、それぞれ、軽量化以前の標準のステンレス車両の構体構造Vc1と軽量ステンレス車両の構体構造Vc2を示している。 FIG. 8 shows a state where the rafter Rc is attached to the vehicle structure (Non-Patent Document 1) as viewed from the inside of the vehicle. FIGS. 8A and 8B show a structure Vc1 of a standard stainless steel vehicle and a structure Vc2 of a light stainless steel vehicle, respectively, before weight reduction.
次に、図9及び図10を参照して、垂木Rcの車両構体への連結方法について説明する。図9(a)は、車両構体に取り付けられている垂木Rcの端部Rceの周辺を、車両の高さ方向Dv(以降、「車両縦方向Dv」)及び車両の幅方向Dw(以降、「車両幅方向Dw」)の双方に対して垂直な車両の長手方向Dl(以降、「車両長手方向Dl」)に見た様子を示す。図9(b)に図9(a)において、ガセットG1を介して端部Rceが長桁Blに連結されている部分を、車両縦方向Dvに上から見た状態を示す。図10(a)に、図9(a)において、端部Rce(垂木Rc)及びガセットG1が連結される前の状態を示す。図10(b)に、図9(a)において、ガセットG2を介して長桁Blと側柱Psとが連結されている様子を、車両幅方向Dwに内側から見た状態を示す。 Next, a method for connecting the rafter Rc to the vehicle structure will be described with reference to FIGS. FIG. 9A shows the vicinity of the end Rce of the rafter Rc attached to the vehicle structure in the vehicle height direction Dv (hereinafter “vehicle longitudinal direction Dv”) and the vehicle width direction Dw (hereinafter “ The vehicle is viewed in the longitudinal direction Dl (hereinafter “vehicle longitudinal direction Dl”) perpendicular to both the vehicle width direction Dw ”). FIG. 9B shows a state in which, in FIG. 9A, the portion where the end Rce is connected to the long beam Bl via the gusset G1 is viewed from above in the vehicle longitudinal direction Dv. FIG. 10A shows a state before the end Rce (the rafter Rc) and the gusset G1 are connected in FIG. 9A. FIG. 10B shows a state in which the long beam Bl and the side pillar Ps are connected via the gusset G2 in FIG. 9A as viewed from the inside in the vehicle width direction Dw.
図9(a)に示すように、垂木Rcは、ガセットG1、ガセットG2、及び長桁Blを介して、側柱Psに連結される。長桁Blは、車両長手方向Dlに延在する一枚の帯状の部材(鋼材或いはアルミニウム合金材)が折り曲げられて形成されている。具体的には、図10(a)において、下から側外板Pesを介して側柱Psに連結される基部Blbと、基部Blbから幅方向Dwに関して内側(車両の屋根側)に傾斜する外側傾斜部Bloと、外側傾斜部Bloの上端からほぼ垂直に車両内部側に延在する座部Blsと、座部Blsの端部から外側傾斜部Bloと概ね平行で上方に延在する内側傾斜部Blrとを含む。なお、内側傾斜部Blrは、垂木Rcの端部Rceの内面Rcrに対応した曲面状に形成されている。 As shown in FIG. 9A, the rafter Rc is connected to the side pillar Ps through the gusset G1, the gusset G2, and the long beam Bl. The long girder B1 is formed by bending a single strip-shaped member (steel material or aluminum alloy material) extending in the vehicle longitudinal direction Dl. Specifically, in FIG. 10A, a base Blb connected to the side pillar Ps via the side outer plate Pes from the bottom, and an outer side inclined from the base Blb to the inside (vehicle roof side) in the width direction Dw. The inclined portion Bl, the seat portion Bls extending substantially vertically from the upper end of the outer inclined portion Bl to the vehicle interior side, and the inner inclined portion extending upward from the end portion of the seat portion Bls substantially parallel to the outer inclined portion Bl Blr. The inner inclined portion Blr is formed in a curved shape corresponding to the inner surface Rcr of the end portion Rce of the rafter Rc.
図9(a)に示すように、長桁Blは、内側傾斜部Blrで、垂木Rcの端部Rceの内面Rcrを受け止める。そのために、内側傾斜部Blrと垂木Rcの端部Rceの内面Rcrとの位置関係(特に車両縦方向Dv方向)を一車両の車両長手方向Dl方向に渡って均一に保つために長桁Bl(内側傾斜部Blr)は車両長手方向Dlに、好ましくは一車両分だけ連続して延在する必要がある。 As shown to Fig.9 (a), the long girder Bl receives the inner surface Rcr of the edge part Rce of the rafter Rc by the inner side inclination part Blr. Therefore, in order to keep the positional relationship (particularly in the vehicle longitudinal direction Dv direction) between the inner inclined portion Blr and the inner surface Rcr of the end Rce of the rafter Rc uniform in the vehicle longitudinal direction Dl direction of one vehicle, the long girder Bl ( The inner inclined part Blr) needs to extend continuously in the longitudinal direction D1 of the vehicle, preferably for one vehicle.
ガセットG2は、図10(a)及び図10(b)に示すように、長桁Blの内側傾斜部Blrと側柱Psとを接続する継手板である。具体的には、ガセットG2は、図10(a)において、下から側柱Psに栓溶接Wpにより連結される基部G2bと、基部G2bから外側傾斜部Blo及び内側傾斜部Blrと概ね平行で上方に延在して内側傾斜部Blrに栓溶接Wpにより連結される上部G2oとを含む。図10(a)から見て取れるように、ガセットG2は側柱Psの上端から天井(垂木Rc)に向かって延びる長桁Blを下から支え受け止めている。なお、垂木Rcと側柱Psの上端との車両長手方向Dlの間隔は一定ではない。この間隔のばらつきは、ガセットG2によって吸収されている。 As shown in FIGS. 10A and 10B, the gusset G2 is a joint plate that connects the inner inclined portion Blr of the long beam Bl and the side column Ps. Specifically, in FIG. 10A, the gusset G2 includes a base G2b that is connected to the side column Ps from below by plug welding Wp, and an upper side that is substantially parallel to the outer inclined portion Bl and the inner inclined portion Blr from the base G2b. And an upper part G2o connected to the inner inclined part Blr by plug welding Wp. As can be seen from FIG. 10 (a), the gusset G2 supports and receives a long girder Bl extending from the upper end of the side pillar Ps toward the ceiling (the rafter Rc) from below. In addition, the space | interval of the vehicle longitudinal direction Dl of the rafter Rc and the upper end of the side pillar Ps is not constant. This variation in spacing is absorbed by the gusset G2.
図9(b)に示すように、垂木Rcは、端部Rceの外面Rcoに継手板であるガセットG1が栓溶接されている。図9(a)に示すように、垂木Rcの端部Rceは、ガセットG2の上面に内面Rcrが載置され、ガセットG1の下面が長桁Blの外側傾斜部Bloに載置された状態で、栓溶接Wpにより互いに連結されている。このように、2枚の継手板であるガセットG1及びG2を用いる理由は、垂木Rcの車両構体(側柱Ps)との結合部品(長桁Bl)との連結に用いられる端部Rceの外面Rco及び内面Rcrが曲面で構成されていることにある。 As shown in FIG. 9B, the rafter Rc has a gusset G1, which is a joint plate, plug welded to the outer surface Rco of the end Rce. As shown in FIG. 9A, the end portion Rce of the rafter Rc is in a state where the inner surface Rcr is placed on the upper surface of the gusset G2, and the lower surface of the gusset G1 is placed on the outer inclined portion Bl of the long beam Bl. Are connected to each other by plug welding Wp. As described above, the reason for using the two joint plates gussets G1 and G2 is that the outer surface of the end Rce used for connecting the rafter Rc to the vehicle structure (side pillar Ps) and the connecting part (long girder B1). Rco and the inner surface Rcr are formed by curved surfaces.
両面が曲面の端部Rceをそのまま受け入れるためには、結合部品の受け入れ面も曲面で構成することが考えられる。つまり、内面Rcrに対しては、内面Rcrの曲面に対応して曲面を有する内側傾斜部Blrが設けられている。また、外面Rcoに対してもガセットG1の代わりに、外面Rcoの曲面に対応する曲面を有する部材を設けることが望ましい。しかしながら、端部Rceの外面Rco及び内面Rcrの曲面と、結合部品(内側傾斜部Blr及びガセットG1の代わりの部材)の曲面とを完全に整合させることは実質的に無理である。仮に出来たとしても、曲面断面が真円でない限り、両者の相互位置関係が完全に所定通りでない限り、両者間の沿いが確保できずに、間にギャップを生じてしまう。このようなギャップの存在を補償するために、ガセットG1及びG2を用いて栓溶接という作業者による現場合わせ(手溶接)が行われている。 In order to receive the curved end Rce as it is on both sides, it is conceivable that the receiving surface of the coupling component is also formed of a curved surface. That is, for the inner surface Rcr, an inner inclined portion Blr having a curved surface corresponding to the curved surface of the inner surface Rcr is provided. Also, it is desirable to provide a member having a curved surface corresponding to the curved surface of the outer surface Rco instead of the gusset G1 on the outer surface Rco. However, it is substantially impossible to perfectly match the curved surfaces of the outer surface Rco and the inner surface Rcr of the end portion Rce with the curved surfaces of the coupling parts (members instead of the inner inclined portion Blr and the gusset G1). Even if it can be done, unless the cross-section of the curved surface is a perfect circle, unless the mutual positional relationship between the two is completely predetermined, the gap between the two cannot be secured, and a gap is generated between them. In order to compensate for the existence of such a gap, spot welding (manual welding) is performed by an operator called plug welding using gussets G1 and G2.
しかしながら、上述のような作業者による現場合わせ作業の品質は、作業者の熟練度や能力に負う度合いが高い。作業者が変われば栓溶接の品質がばらつき、ガセットG1及びG2による垂木Rcと長桁Blとの接合強度がばらつき、屋根構体構造の強度がばらつき、ひいては車両構体の強度を損なうことも考えられる。このような場合、構体構造の組み立て後の構体の強度補正作業が必要とされるが、栓溶接による歪みを除去しておくことにより、各種のばらつきに起因する補正作業を省くことができる。なお、同一の作業者によっても、程度の差はあるにしても、栓溶接の品質のばらつきを生じる可能性がある。 However, the quality of on-site adjustment work by the worker as described above is highly dependent on the skill level and ability of the worker. If the operator changes, the quality of the plug welding may vary, the joining strength of the rafters Rc and the long girders Bl by the gussets G1 and G2 may vary, the strength of the roof structure may vary, and the strength of the vehicle structure may be impaired. In such a case, it is necessary to correct the strength of the structure after assembling the structure, but by removing distortion caused by plug welding, the correction work caused by various variations can be omitted. Even with the same operator, there is a possibility that variations in the quality of plug welding may occur, although there are differences in degree.
さらに、垂木Rcと長桁Blの形状に起因する相互位置差を吸収するために用いられているガセットG1及びG2は、栓溶接の手間も含めてコスト高と共に車両の重量化(特に重心高につながる)も招き、鉄道車両のさらなる高速化並びに省資源化と省エネ化、さらに車両製造に要する工数(コスト)削減に対する阻害要因のひとつである。また、垂木Rcは垂木材Rc”をストレッチベンドされた垂木中間材Rc’から、直端部Rcsを切断して製作されており、直端部Rcsの切断作業及び切断されて使用されない直端部Rcsは、省資源化及び省エネ化のさらなる阻害要因である。 Furthermore, the gussets G1 and G2 used to absorb the mutual positional difference due to the shapes of the rafters Rc and the long girders Bl increase the cost and weight of the vehicle (especially the center of gravity height) Is also one of the obstacles to further speedup, resource saving and energy saving of railway vehicles, and reduction of man-hours (cost) required for vehicle production. Further, the rafter Rc is manufactured by cutting the straight end Rcs from the rafter intermediate material Rc ′ obtained by stretching the rafter Rc ″, and the straight end Rcs is cut and used. Rcs is a further obstacle to resource saving and energy saving.
また、基部Blb、外側傾斜部Blo、座部Bls及び内側傾斜部Blrと互いに屈曲した部位により一体的に形成されている長桁Blは、内側傾斜部Blrと垂木Rcの端部Rceの内面Rcrとの位置関係を均一に保つために、車両長手方向Dlに一車両分だけ連続して形成されている。そのために、長桁Blの取り扱いは、特に車両の側構体(側外板Pes、側柱Ps)への組み付け時、困難且つ作業負担が大きい。 Also, the long girder B1 formed integrally with the base Blb, the outer slope Blo, the seat Bls, and the inner slope Blr is mutually integrated with the inner slope Rbl and the inner surface Rcr of the end Rce of the rafter Rc. In order to maintain a uniform positional relationship with the vehicle, it is formed continuously for one vehicle in the vehicle longitudinal direction Dl. Therefore, handling of the long girder B1 is difficult and has a heavy work load especially when assembled to the side structure (side outer plate Pes, side pillar Ps) of the vehicle.
よって、上述の問題に鑑みて、本発明は、部品点数及び加工工数の低減と共に作業負担を軽減して、均一な品質で安定的に接合された鉄道車両用の屋根構体構造を提供することを目的とする。 Therefore, in view of the above-described problems, the present invention provides a roof structure structure for a railway vehicle that is stably joined with uniform quality while reducing the work load as well as reducing the number of parts and the number of processing steps. Objective.
上記目的を達成するために、本発明に係る鉄道車両の屋根構体構造は、
側構体と両端に直線状の直端部を有する垂木とが結合される鉄道車両の屋根構体構造であって、
前記側構体の上端部で前記車両の長手方向に平面状に延在して、前記垂木の直端部の下面に平行に当接する第1の側長桁と、
前記側構体の上端部で前記第1の側長桁に対して平行且つ平面状に延在して、前記垂木の直端部の上面に平行に当接する第2の側長桁とを備え、
前記第1の側長桁は、前記長手方向に対して垂直な方向に突出する、前記第1の側長桁と一体的に形成された第1のフランジ部を備え、
前記第2の側長桁は、前記長手方向に対して垂直な方向に突出する、前記第2の側長桁と一体的に形成された第2のフランジ部を備え、
前記垂木は前記下面が前記第1のフランジ部とスポット溶接により接合され、前記上面が前記第2のフランジ部とスポット溶接により接合されることを特徴とする。
In order to achieve the above object, the roof structure structure of a railway vehicle according to the present invention is:
A roof structure structure of a railway vehicle in which a side structure and a rafter having straight straight ends at both ends are coupled,
A first side girder which extends in a planar shape in the longitudinal direction of the vehicle at the upper end of the side structure and abuts in parallel with the lower surface of the straight end of the rafter;
A second side long girder that extends parallel and planar to the first side long girder at the upper end of the side structure and abuts in parallel with the upper surface of the straight end of the rafter ;
The first side long girder includes a first flange portion integrally formed with the first side long girder that protrudes in a direction perpendicular to the longitudinal direction.
The second side long girder includes a second flange portion integrally formed with the second side long girder that protrudes in a direction perpendicular to the longitudinal direction.
The bottom surface of the rafter is joined to the first flange portion by spot welding, and the top surface is joined to the second flange portion by spot welding.
本発明は、部品点数及び加工工数の低減と共に作業負担を軽減して、均一な品質で安定的に接合された鉄道車両用の屋根構体構造を製作できる。 The present invention can reduce the work load as well as the number of parts and the number of processing steps, and can manufacture a roof structure structure for a railway vehicle that is stably joined with uniform quality.
以下に図1及び図2を参照して、本発明の実施の形態に係る屋根構体に用いられる垂木について説明する。図1は、図6に従来の垂木Rcを示したのと同様に、本実施の形態に係る屋根構体に用いられる垂木Rをその延在方向に対して垂直な方向から見た状態を示す。垂木Rは、両端の直端部Rsを除いて、車両の屋根の形状に合わせて、上述の従来の垂木Rcと同様に延在方向に渡って曲面で形成されている。つまり、垂木Rは、垂木Rc(図6)において、端部Rceが直端部Rsに交換された構造を有している。垂木Rにおいて、両端の直端部Rsの間の円弧状の部分を本体部Raと呼び、外板(不図示)が載置される面を外面Roと呼び、外面Roの反対側の面を内面Rrと呼んで識別する。 With reference to FIG.1 and FIG.2, the rafter used for the roof structure which concerns on embodiment of this invention is demonstrated below. FIG. 1 shows a state in which a rafter R used in the roof structure according to the present embodiment is viewed from a direction perpendicular to the extending direction, similarly to the conventional rafter Rc shown in FIG. 6. The rafter R is formed in a curved surface in the extending direction in the same manner as the conventional rafter Rc described above in accordance with the shape of the roof of the vehicle except for the straight ends Rs at both ends. That is, the rafter R has a structure in which the end Rce is replaced with the straight end Rs in the rafter Rc (FIG. 6). In the rafter R, an arc-shaped portion between the straight end portions Rs at both ends is called a main body portion Ra, a surface on which an outer plate (not shown) is placed is called an outer surface Ro, and a surface opposite to the outer surface Ro is a surface. It identifies by calling inner surface Rr.
図2を参照して、垂木Rの製作方法について説明する。図2(a)に示すように、垂木Rは、図7(a)を参照して説明したのと同様に、垂木材R”の両端の直端部Rsをテンションチャックで強固に保持し、これにテンションシリンダーによる引張荷重を与えながら、内面Rr側を金型Dに圧接させて曲げ加工を行い、図2(b)に示す垂木Rの形状が得られる。本発明においては、垂木材R”にストレッチベンディングを1回実施するだけで、直端部Rsを切断することなく、垂木Rが得られる。つまり、図7を参照して説明した従来の垂木Rcの製作時に不可欠な垂木中間材(Rc’)が不要である。このように、直端部Rsの切断に要する時間及びエネルギーが不要であると共に、従来切り落とされていた直端部Rsを垂木Rの一部として使用することにより、省資源化に寄与できる。 A method for manufacturing the rafter R will be described with reference to FIG. As shown in FIG. 2A, the rafter R holds the straight ends Rs at both ends of the rafter R ″ firmly with a tension chuck in the same manner as described with reference to FIG. While applying a tensile load to the tension cylinder, the inner surface Rr side is pressed against the mold D and bending is performed to obtain the shape of the rafter R shown in Fig. 2 (b). The rafter R can be obtained without cutting the straight end portion Rs by performing the stretch bending once. That is, the rafter intermediate material (Rc ′) that is indispensable when the conventional rafter Rc described with reference to FIG. 7 is manufactured is unnecessary. Thus, time and energy required for cutting the straight end portion Rs are unnecessary, and by using the straight end portion Rs that has been cut off as a part of the rafter R, it is possible to contribute to resource saving.
垂木Rは、垂木Rcにおいて、端部Rceが直端部Rsに置き換えられたような構造を有している。なお、直端部Rsは直端部Rcsと同じ長さとは限らない。つまり、垂木Rcと垂木Rの全長が同じ場合、直端部Rcsの2個分だけ垂木材R”の方が垂木材Rc”より短い。また、金型Dの方が金型D’より直端部Rcsの2個分だけ短い。 The rafter R has a structure in which, in the rafter Rc, the end Rce is replaced with the straight end Rs. The straight end Rs is not necessarily the same length as the straight end Rcs. That is, when the total length of the rafter Rc and the rafter R is the same, the rafter lumber R ″ is shorter than the rafter lumber Rc ″ by the two straight end portions Rcs. Further, the mold D is shorter than the mold D ′ by two of the straight end portions Rcs.
次に、図3、図4、及び図5を参照して、垂木Rの車両構体への連結について説明する。図3(a)は、垂木Rが車両構体に取り付けられている様子を車両内部から見た状態を示す。図3(b)は、図3(a)において車両長手方向Dlに延在する側長桁Blpo及び側長桁Blpsを介して、垂木Rが側縦柱Pvsに連結されている部分を車両長手方向Dlに見た状態を示す。図4(a)は、図3(b)において、側長桁Blpoを中心に車両縦方向Dvに上(車両外部)から見た状態を示す。図4(b)は、図3(b)において、垂木Rが車両構体に取り付けられる前の状態を示す。 Next, with reference to FIG. 3, FIG. 4, and FIG. 5, the connection of the rafter R to the vehicle structure will be described. FIG. 3A shows a state where the rafter R is attached to the vehicle structure as viewed from the inside of the vehicle. FIG. 3B shows a portion in which the rafter R is connected to the side column Pvs through the side long column B1po and the side long column Blps extending in the vehicle longitudinal direction Dl in FIG. The state seen in the direction D1 is shown. FIG. 4A shows a state when viewed from above (external to the vehicle) in the vehicle longitudinal direction Dv with the side long girder Blpo as the center in FIG. 3B. FIG. 4B shows a state before the rafter R is attached to the vehicle structure in FIG.
図3(a)に示すように、側長桁Blpsには、その延在方向(車両長手方向Dl)に対して概ね垂直な方向に突出するフランジ部Pgs1及びPgs2が設けられている。同様に、側長桁Blpoにも、その延在方向(車両長手方向Dl)に対して概ね垂直な方向にフランジ部Pgo1及びPgo2が設けられている。同図に示す例では、フランジ部Pgs1及びPgo1は1本の垂木Rに対応し、フランジ部Pgs2及びPgo2は2本の垂木Rに対応している。なお、必要に応じて、フランジ部Pgs1及びPgs2をフランジ部Pgsと総称し、フランジ部Pgo1及びPgo2をフランジ部Pgoと総称する。 As shown in FIG. 3A, the side long girders Blps are provided with flange portions Pgs1 and Pgs2 projecting in a direction substantially perpendicular to the extending direction (vehicle longitudinal direction Dl). Similarly, the flange portions Pgo1 and Pgo2 are also provided in the side long girder Blpo in a direction substantially perpendicular to the extending direction (vehicle longitudinal direction Dl). In the example shown in the figure, the flange portions Pgs1 and Pgo1 correspond to one rafter R, and the flange portions Pgs2 and Pgo2 correspond to two rafters R. As necessary, the flange portions Pgs1 and Pgs2 are collectively referred to as the flange portion Pgs, and the flange portions Pgo1 and Pgo2 are collectively referred to as the flange portion Pgo.
図3(b)に示すように、側長桁Blpo及び側長桁Blpsは互いに概ね平行になるように、それぞれ側構体の外面側と内面側とにスポット溶接Ws4によって接合されている。そして、対向するフランジ部PgsとPgoとの間に1本の垂木Rが嵌入される。このとき、フランジ部Pgs(側長桁Blps)の上面は垂木Rの内面Rrと平行に当接し、フランジ部Pgo(側長桁Blpo)の下面は垂木Rの外面Roと平行に当接する。よって、対向するフランジ部PgsとPgoとの間に2本の垂木Rが嵌入された状態で、スポット溶接Ws1及びWs2によって車両構体に連結される。より詳しくは、側長桁Blpsのフランジ部Pgsと垂木Rの内面Rrとはスポット溶接Ws1で接合され、側長桁Blpoのフランジ部Pgoと垂木Rの外面Roとはスポット溶接Ws2で接合されている。側長桁Blpsは横骨FMhと一体的に構成され(図3)、側外板Pesは横骨FMhにスポット溶接Ws4にて接合されている。 As shown in FIG. 3 (b), the side long beam Blpo and the side long beam Blps are joined to the outer surface side and the inner surface side of the side structure by spot welding Ws4 so as to be substantially parallel to each other. Then, one rafter R is inserted between the opposing flange portions Pgs and Pgo. At this time, the upper surface of the flange portion Pgs (side long girder Blps) is in contact with the inner surface Rr of the rafter R, and the lower surface of the flange portion Pgo (side long girder Blpo) is in contact with the outer surface Ro of the rafter R. Therefore, the two rafters R are inserted between the opposing flange portions Pgs and Pgo, and are connected to the vehicle structure by spot welding Ws1 and Ws2. More specifically, the flange portion Pgs of the side long girder Blps and the inner surface Rr of the rafter R are joined by spot welding Ws1, and the flange portion Pgo of the side long girder Blpo and the outer surface Ro of the rafter R are joined by spot welding Ws2. Yes. The side long girders Blps are configured integrally with the transverse bone FMh (FIG. 3), and the side outer plate Pes is joined to the transverse bone FMh by spot welding Ws4.
側長桁Blpsのフランジ部Pgs2が、横骨FMhに連結されている側縦柱Pvsの上端に設けられているフランジ状部Pvsfに、スポット溶接Ws3にて接合されている。つまり、図9及び図10を参照して説明した従来の構体構造では、側外板Pes越しに側柱Psにスポット溶接Wsされている長桁Blが、側外板Pes越しに横骨FMhにスポット溶接Ws4で接合されている側長桁Blpoと、横骨FMhと一体的に形成されている側長桁Blpsとに置き換えられている。そして、従来ではそれぞれが独立した継手板であるガセットG1及びガセットG2が、フランジ部Pgo及びフランジ部Pgsとして側長桁Blpo及び側長桁Blpsと一体的に形成されていると言える。このように構成することによって、本発明においては従来と比べて部品点数を減少させると共に、垂木Rとフランジ部Pgo及びPgs(従来のガセットG1及びG2に相当)とを初めとする、側長桁Blpo及びBlpsに連結される部材を、栓溶接Wpではなくスポット溶接Wsで連結可能にしている。 The flange portion Pgs2 of the side long beam Blps is joined to the flange-like portion Pvsf provided at the upper end of the side vertical column Pvs connected to the transverse bone FMh by spot welding Ws3. That is, in the conventional structure structure described with reference to FIGS. 9 and 10, the long beam Bl that is spot-welded Ws to the side column Ps over the side outer plate Pes is transferred to the lateral bone FMh over the side outer plate Pes. It is replaced with a side long beam Blpo joined by spot welding Ws4 and a side long beam Blps formed integrally with the transverse bone FMh. In addition, it can be said that the gusset G1 and the gusset G2, which are joint plates independent of each other, are integrally formed with the side long beam Blpo and the side long beam Blps as the flange portion Pgo and the flange portion Pgs. By configuring in this way, in the present invention, the number of parts is reduced as compared with the conventional one, and the side long girder including the rafter R and the flange portions Pgo and Pgs (corresponding to the conventional gussets G1 and G2) is included. Members connected to Blpo and Blps can be connected by spot welding Ws instead of plug welding Wp.
図3(b)に示すように、側長桁Blpoのフランジ部Pgo、側長桁Blpsのフランジ部Pgs、及び垂木Rにおける直端部Rsの外面Ro及び内面Rrは曲面(図9)ではなく平面である。よって、垂木Rの直端部Rsと、側長桁Blpo或いは側長桁Blpsとの相互位置(直端部Rsの嵌入深さ)がばらついても、側長桁Blpoのフランジ部Pgoと垂木Rの外面Roとの間隔及び側長桁Blpsのフランジ部Pgsと垂木Rの内面Rrとの間隔は一定である。 As shown in FIG. 3 (b), the flange portion Pgo of the side long girder Blpo, the flange portion Pgs of the side long girder Blps, and the outer surface Ro and the inner surface Rr of the straight end Rs in the rafter R are not curved surfaces (FIG. 9). It is a plane. Therefore, even if the mutual position of the straight end Rs of the rafter R and the side long girders Blpo or the side long girders Blps (insertion depth of the straight end Rs) varies, the flange portion Pgo of the side long girders Blpo and the rafter R The distance between the outer surface Ro and the flange portion Pgs of the side long beam Blps and the inner surface Rr of the rafter R are constant.
つまり、本発明においては、従来技術において不可避である対向する曲面間の沿い不良に起因するギャップの発生が防止される。結果、本発明に係る側長桁Blpo及びBlpsに於いては、従来の長桁Blでは内側傾斜部Blrと垂木Rcの端部Rceの内面Rcrとの位置関係(特に車両縦方向Dv方向)を一車両の車両長手方向Dl方向に渡って均一に保つために、必須であった車両長手方向Dlに一車両分だけ連続して延在させる必要がない。それゆえに、側長桁Blpo及び側長桁Blpsは、それぞれ一枚板として一車両分延在させる必要がなく、所定数に分割してもよい。なお、側長桁Blpo或いは側長桁Blpsそれぞれの分割長は、一車両分より短いが1つ以上のフランジ部Pgs(Pgs1又はPgs2)を完全に含むように決定される。 That is, in the present invention, it is possible to prevent the occurrence of a gap due to a defect along the opposing curved surfaces, which is unavoidable in the prior art. As a result, in the side long girders Blpo and Blps according to the present invention, the conventional long girder Bl has a positional relationship (in particular, the vehicle longitudinal direction Dv direction) between the inner inclined portion Blr and the inner surface Rcr of the end portion Rce of the rafter Rc. In order to keep uniform over the vehicle longitudinal direction Dl of one vehicle, it is not necessary to extend the vehicle longitudinal direction Dl that is essential for one vehicle continuously. Therefore, the side long girders Blpo and the side long girders Blps do not need to be extended by one vehicle as a single plate, and may be divided into a predetermined number. The division length of each of the side long digits Blpo or the side long digits Blps is determined so as to completely include one or more flange portions Pgs (Pgs1 or Pgs2) although it is shorter than one vehicle.
但し、側長桁BlpoおよびBlpsを車両の側構体に取り付ける際に、側長桁Blpo及びBlpsの分割部が車両縦方向Dv方向に揃わないようにすることが好ましい。これは、垂木Rの嵌入などに起因する力が分割部の左右で異なって側長桁Blpo或いは側長桁Blpsに対して働くような場合でも、側長桁Blpo或いはBlpsの分割部に対向する側長桁Blps或いはBlpoによって、分割部の左右に異なって働く力を同時に受け止めることによって、左右での力の差の影響をならすことを意図している。 However, when the side long girders Blpo and Blps are attached to the side structure of the vehicle, it is preferable that the divided portions of the side long girders Blpo and Blps are not aligned in the vehicle longitudinal direction Dv. This is because the side long girder Blpo or Blps is opposed to the divided part even when the force due to the insertion of the rafter R is different on the left and right of the divided part and acts on the side long girder Blpo or the side long girder Blps. It is intended to smooth the influence of the difference between the left and right forces by simultaneously receiving the forces acting differently on the left and right of the divided part by the side long digits Blps or Blpo.
次に、図4(b)を参照して、フランジ部Pgo及びフランジ部Pgsに、垂木Rを接合する方法について述べる。垂木Rの嵌入に先立って、側長桁Blpoは、その底部がスポット溶接Ws4によって、側長桁Blpsが一体に成形されている横骨FMhと側外板Pesとに接合されている。そして、側縦柱Pvsの上端に位置するフランジ状部Pvsfが側長桁Blpsを受け止めるように、フランジ部Pgsの下面に接触した状態で、スポット溶接Ws3によって、フランジ部Pgsに接合されている。 Next, with reference to FIG.4 (b), the method to join the rafter R to the flange part Pgo and the flange part Pgs is described. Prior to the insertion of the rafters R, the side long girders Blpo are joined to the lateral bone FMh and the side outer plate Pes in which the side long girders Blps are integrally formed by spot welding Ws4. And it is joined to the flange part Pgs by spot welding Ws3 in the state which contacted the lower surface of the flange part Pgs so that the flange-shaped part Pvsf located in the upper end of the side vertical column Pvs may receive the side long girder Blps.
なお、フランジ状部Pvsfは、図4(b)から見て取れるように、車両縦方向Dvに延在する側縦柱Pvsの上端部が、フランジ状部Pvsfが側構体の一部として横骨FMhに接合された状態で、側長桁Blpsと好ましくは平行になる方向に折り曲げられた状態に形成されている。結果、側縦柱Pvsに於けるフランジ状部Pvsfの折り曲げ部Pgの上端も側長桁Blpsのフランジ部Pgs2の下面に接触している。なお、側長桁Blpoには、側縦柱Pvsの折り曲げ部Pgがフランジ部Pgs2に接合されていない点を除けば、側長桁Blpsについて述べたのと同様の方法で、側構体と一部として側構体(横骨FMh)に接合されている。 As can be seen from FIG. 4B, the flange-like portion Pvsf is formed on the side bone FMh with the upper end portion of the side vertical column Pvs extending in the vehicle longitudinal direction Dv as a part of the side structure. In the joined state, it is formed in a state of being bent in a direction preferably parallel to the side long girders Blps. As a result, the upper end of the bent portion Pg of the flange-like portion Pvsf in the side vertical column Pvs is also in contact with the lower surface of the flange portion Pgs2 of the side long beam Blps. The side long girders Blpo are similar to those described for the side long girders Blps except that the bent portion Pg of the side vertical column Pvs is not joined to the flange portion Pgs2. And joined to the side structure (lateral bone FMh).
このようにして、側構体の上部、つまり屋根構体に連続する部分に、長桁Blpo(フランジ部Pgo)及び側長桁Blps(フランジ部Pgs)によって、垂木R(直端部Rs)を受け止める平行空間Saが形成される。図3及び図4では、図面の簡便化及び説明の便宜上、車両の側構体の一方に関してのみ説明したが、垂木R(直端部Rs)を受け止める平行空間Saは、車両の側構体の両方に形成されることは言うまでもない。車両の両側の側構体の上部に形成された、互いに対向する2つの平行空間Saは、垂木Rの2つの直端部Rsと実質的に同じ形状(大きさ、傾き)を有すると共に、垂木Rが構体の一部を成す時の直端部Rsの位置と同じ位置関係を満たしている。 In this way, the upper part of the side structure, that is, the part continuous to the roof structure, receives the rafter R (right end part Rs) by the long girder Blpo (flange part Pgo) and the side long girder Blps (flange part Pgs). A space Sa is formed. 3 and 4, only one of the side structures of the vehicle has been described for the sake of simplification of the drawings and convenience of explanation. However, the parallel space Sa that receives the rafter R (the straight end portion Rs) is provided on both of the side structures of the vehicle. Needless to say, it is formed. The two parallel spaces Sa facing each other formed at the upper part of the side structures on both sides of the vehicle have substantially the same shape (size, inclination) as the two straight ends Rs of the rafter R, and the rafter R Satisfies the same positional relationship as the position of the straight end Rs when forming a part of the structure.
長桁Blpo及び側長桁Blpsによって、上述のごとく形成された2つの平行空間Saに対して、垂木R(直端部Rs)が位置合わせされた状態で、垂木Rが車両長手方向Dlに平行に移動されて、直端部Rsが平行空間Saに嵌入される。平行空間Saの内周面を構成する側長桁Blpo及び側長桁Blpsと、直端部Rsの外面Ro及び内面Rrは共に平面である。そして、横骨FMhと一体的に構成されている側長桁Blpsは嵌入された垂木Rの重量に抗して安定して自身の姿勢を保つことができる。よって、直端部Rsは平行空間Saにスムーズに嵌入される。この時点で、垂木Rは、直端部Rsと長桁Blpo及び側長桁Blpsによって、車両の構体内の所定の位置に位置決めされる。 The rafters R (parallel ends Rs) are aligned with the two parallel spaces Sa formed as described above by the long girders Blpo and the side long girders Blps, and the rafters R are parallel to the vehicle longitudinal direction Dl. The straight end Rs is inserted into the parallel space Sa. The side long girders Blpo and side long girders Blps constituting the inner peripheral surface of the parallel space Sa, and the outer surface Ro and the inner surface Rr of the straight end Rs are both flat. And the side long girder Blps constructed integrally with the transverse bone FMh can stably maintain its own posture against the weight of the rafter R inserted. Therefore, the straight end Rs is smoothly fitted into the parallel space Sa. At this time, the rafter R is positioned at a predetermined position in the vehicle structure by the straight end Rs, the long beam Blpo, and the side long beam Blps.
側縦柱Pvsは、2本の垂木Rを受け止めるフランジ部Pgs2と、フランジ部Pgsから連続して車両縦方向Dv方向に側構体(横骨FMh)にレーザ溶接Wlによって接合されている。これにより、車両の側構体に側面からの変形荷重に対する構造強度を付与するために、車両長手方向Dl方向から見たときに、垂木Rと側構体(横骨FMh、側外板Pes)及び側縦柱Pvsと床(台枠)と側構体(横骨FMh、側外板Pes)及び側縦柱Pvsとでリング状構造を形成している。構造強度の確保と、車両重量の増大化の防止の観点から、側縦柱Pvsは車両長手方向Dl方向に所定の間隔で且つ複数(本例では2本)の垂木Rと連結される。なお、本発明においては、側縦柱Pvsはリング状構造を形成する以外に、以下に述べるように、垂木Rの嵌入に際して側長桁Blpsの姿勢を安定させる機能を有している。 The side vertical column Pvs is joined to the side structure (lateral bone FMh) by laser welding Wl in the vehicle vertical direction Dv direction continuously from the flange portion Pgs2 receiving the two rafters R and the flange portion Pgs. Thereby, in order to give structural strength against deformation load from the side surface to the vehicle side structure, the rafter R and the side structure (lateral bone FMh, side skin plate Pes) and side when viewed from the vehicle longitudinal direction Dl. The vertical column Pvs, the floor (underframe), the side structure (lateral bone FMh, side outer plate Pes), and the side column Pvs form a ring-shaped structure. From the viewpoint of securing structural strength and preventing an increase in vehicle weight, the side column Pvs is connected to a plurality of rafters R (two in this example) at predetermined intervals in the vehicle longitudinal direction Dl. In the present invention, the side column Pvs has a function of stabilizing the posture of the side long beam Blps when the rafter R is inserted, as described below, in addition to forming a ring-shaped structure.
つまり、平行空間Saへの直端部Rsの嵌入時には、直端部Rsの内面Rrは側長桁Blpsがフランジ状部Pvsfにスポット溶接Ws3により接合されている部分より上部に位置する。なお、折り曲げ部Pgはスポット溶接Ws3による接合より下部に位置している。つまり、側長桁Blpsは、スポット溶接Ws3による接合部及び折り曲げ部Pgの2カ所で、フランジ状部Pvsfによって支えられている。 That is, when the straight end portion Rs is fitted into the parallel space Sa, the inner surface Rr of the straight end portion Rs is positioned above a portion where the side long beam Blps is joined to the flange-shaped portion Pvsf by spot welding Ws3. The bent portion Pg is located below the joint by spot welding Ws3. That is, the side long girders Blps are supported by the flange-shaped portion Pvsf at two places, the joint portion by the spot welding Ws3 and the bent portion Pg.
結果、垂木Rがスムーズに嵌入できずに、側長桁Blpsに異常な力が働くような場合にも、内面Rrを介して働く垂木Rの重量によって、フランジ部Pgsが下がり、フランジ部Pgoとの平行度が失われるのが防止される。直端部Rsの平行空間Saへの嵌入時の、垂木Rの位置決め(特に、車両縦方向Dv)が正しく行われる。 As a result, even when the rafter R does not fit smoothly and an abnormal force acts on the side long girders Blps, the flange portion Pgs is lowered by the weight of the rafter R acting through the inner surface Rr, and the flange portion Pgo Loss of parallelism is prevented. The rafter R is positioned correctly (particularly in the vehicle longitudinal direction Dv) when the straight end Rs is fitted into the parallel space Sa.
次に、図5を参照して、本実施の形態に係るフランジ部Pgsの変形例について説明する。図5(a)及び図5(b)は、それぞれ図3(a)及び図4(b)にそれぞれ対応している。図5に示す変形例に係るフランジ部Pgs’(Pgs1’及びPgs2’)は、フランジ部Pgsに、嵌入された直端部Rsの車両長手方向Dlの位置を決める当たりL(L1及びL2)が設けられている。当たりL(L1及びL2)は、台形状のフランジ部Pgsの対向する2斜辺部の一方を直角に折り曲げて形成されている。これにより、直端部Rsを平行空間Saに嵌入する際に、直端部Rsが当たりLに当接することにより、車両長手方向Dl方向の位置決めも行われる。 Next, a modification of the flange portion Pgs according to the present embodiment will be described with reference to FIG. FIGS. 5A and 5B correspond to FIGS. 3A and 4B, respectively. The flange portion Pgs ′ (Pgs1 ′ and Pgs2 ′) according to the modification shown in FIG. 5 has a contact length L (L1 and L2) that determines the position of the straight end portion Rs fitted in the flange portion Pgs in the vehicle longitudinal direction Dl. Is provided. The hit L (L1 and L2) is formed by bending one of the two diagonal sides facing the trapezoidal flange portion Pgs at a right angle. Thus, when the straight end portion Rs is fitted into the parallel space Sa, the direct end portion Rs comes into contact with the contact L so that positioning in the vehicle longitudinal direction Dl is also performed.
なお、本変形例においては、当たりLはフランジ部Pgs’の斜辺部を折り曲げて形成されているが、側長桁Blps形成時のプレスにより突起を生じさせてもよく、また適当な部材を溶接してもよい。要するに、嵌入された直端部Rsを車両長手方向Dlでの所定の位置で受けとめることができるものであれば何でも当たりLとして用いることができる。また、当たりLは長桁Blpoのフランジ部Pgoに設けてもよい。この場合、当たりLは、嵌入された直端部Rsを車両長手方向Dlでの所定の位置で受け止めることができることが必要であることは言うまでもない。 In this modification, the hit L is formed by bending the oblique side portion of the flange portion Pgs ′. However, a projection may be generated by pressing when forming the side long girders Blps, and an appropriate member is welded. May be. In short, anything that can catch the inserted straight end Rs at a predetermined position in the vehicle longitudinal direction Dl can be used as the hit L. The hit L may be provided in the flange portion Pgo of the long girder Blpo. In this case, it is needless to say that the hit L needs to be able to receive the inserted straight end portion Rs at a predetermined position in the vehicle longitudinal direction Dl.
本発明は、鉄道車両の屋根構体構造に利用できる。 The present invention can be used for a roof structure of a railway vehicle.
R、Rc 垂木
Ra 本体部
Ro、Rco 外面
Rr、Rcr 内面
R”、Rc” 垂木材
R’、Rc’ 垂木中間材
Rce 端部
Rs、Rcs 直端部
Pes 側外板
Blpo 側長桁
Blps 側長桁
Pgs、Pgs1,Pgs2 フランジ部
Pgs’、Pgs1’,Pgs2’ フランジ部
Pvs 側縦柱
FMh 横骨
Bl 長桁
Blb 基部
Blo 外側傾斜部
Bls 座部
Blr 内側傾斜部
Ps 側柱
G1、G2 ガセット
G2b 基部
G2o 上部
Ws スポット溶接
Wp 栓溶接
Vc1、Vc2 構体構造
Dl 車両長手方向
Dv 車両縦方向
Dw 車両幅方向
L、L1、L2 当たり
R, Rc Rafter Ra Main part Ro, Rco Outer surface Rr, Rcr Inner surface R ", Rc" Rafter lumber R ', Rc' Rafter intermediate material Rce End Rs, Rcs Direct end Pes side outer plate Blpo side long beam Blps side length Girder Pgs, Pgs1, Pgs2 Flange part Pgs', Pgs1 ', Pgs2' Flange part Pvs side vertical column FMh Crossbone B1 Long girder Blb Base Blo Outer inclined part Bls Sit part Blr Inner inclined part Ps Side column G1, G2 G G2o Upper part Ws Spot welding Wp Plug welding Vc1, Vc2 Structure Dl Vehicle longitudinal direction Dv Vehicle longitudinal direction Dw Vehicle width direction L, L1, per L2
Claims (4)
前記側構体の上端部で前記車両の長手方向に平面状に延在して、前記垂木の直端部の下面に平行に当接する第1の側長桁と、
前記側構体の上端部で前記第1の側長桁に対して平行且つ平面状に延在して、前記垂木の直端部の上面に平行に当接する第2の側長桁とを備え、
前記第1の側長桁は、前記長手方向に対して垂直な方向に突出する、前記第1の側長桁と一体的に形成された第1のフランジ部を備え、
前記第2の側長桁は、前記長手方向に対して垂直な方向に突出する、前記第2の側長桁と一体的に形成された第2のフランジ部を備え、
前記垂木は前記下面が前記第1のフランジ部とスポット溶接により接合され、前記上面が前記第2のフランジ部とスポット溶接により接合されることを特徴とする、屋根構体構造。 A roof structure structure of a railway vehicle in which a side structure and a rafter having straight straight ends at both ends are coupled,
A first side girder which extends in a planar shape in the longitudinal direction of the vehicle at the upper end of the side structure and abuts in parallel with the lower surface of the straight end of the rafter;
A second side long girder that extends parallel and planar to the first side long girder at the upper end of the side structure and abuts in parallel with the upper surface of the straight end of the rafter ;
The first side long girder includes a first flange portion integrally formed with the first side long girder that protrudes in a direction perpendicular to the longitudinal direction.
The second side long girder includes a second flange portion integrally formed with the second side long girder that protrudes in a direction perpendicular to the longitudinal direction.
The roof structure is characterized in that the bottom surface of the rafter is joined to the first flange portion by spot welding, and the top surface is joined to the second flange portion by spot welding .
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CN105346545B (en) * | 2015-10-26 | 2017-12-29 | 中车南京浦镇车辆有限公司 | Rail vehicle side wall upper side beam structure |
JP6487865B2 (en) * | 2016-02-29 | 2019-03-20 | 近畿車輌株式会社 | Rail vehicle roof structure and rail car manufacturing method |
JP6487864B2 (en) * | 2016-02-29 | 2019-03-20 | 近畿車輌株式会社 | Rail vehicle roof structure and rail car manufacturing method |
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US2256883A (en) * | 1940-05-18 | 1941-09-23 | Budd Edward G Mfg Co | Trim strip for vehicle bodies |
US2760446A (en) * | 1949-05-27 | 1956-08-28 | Budd Co | Connection between roof and side wall units of railway cars |
US2771041A (en) * | 1950-12-28 | 1956-11-20 | Budd Co | Panel structure, particularly letterboard for railway cars |
FR1346721A (en) * | 1963-02-06 | 1963-12-20 | Budd Co | Panels connecting the roof and the floor of a railway vehicle |
US3323471A (en) * | 1965-09-13 | 1967-06-06 | Budd Co | Window wall structure for railway cars |
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