JP7443220B2 - Railway vehicle and its manufacturing method - Google Patents

Railway vehicle and its manufacturing method Download PDF

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JP7443220B2
JP7443220B2 JP2020191975A JP2020191975A JP7443220B2 JP 7443220 B2 JP7443220 B2 JP 7443220B2 JP 2020191975 A JP2020191975 A JP 2020191975A JP 2020191975 A JP2020191975 A JP 2020191975A JP 7443220 B2 JP7443220 B2 JP 7443220B2
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哲郎 佐藤
直茂 松尾
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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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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 railway vehicle and a manufacturing method thereof, and more particularly to a railway vehicle in which a lower end of a leading structure and an end beam of an underframe are joined via a welded portion with 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 railway vehicle collides with a vehicle that is high in height and has a large mass (such as a large truck), the leading structure of the railway vehicle deforms toward the interior of the vehicle, causing damage from the joint with the end beam of the underframe. There are concerns that it will be torn off and divided. Inventions of railway vehicles equipped with a reinforcing structure capable of preventing separation of the leading body structure and the underframe in the event of such a collision are disclosed in, for example, Patent Documents 1 and 2.

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, as shown in FIG. 12, Patent Document 1 discloses that a plate-shaped reinforcing member 104 is disposed on the inside of the vehicle at the bottom of the through-way pillar 103 erected on the end beam 102 of the underframe 101, facing in the longitudinal direction of the vehicle. The railway vehicle 100 has the side edges 104a extending in the vertical direction of the reinforcing member 104 joined (welded) to the lower car interior side surface 103a of the through-road pillar 103, and the lower edge 104b extending in the longitudinal direction of the vehicle joined to the floor plate 105. 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。 Moreover, as shown in FIG. 13, Patent Document 2 includes an underframe 201 and a cylindrical column member 202 extending upward from the underframe 201, and a side surface 202a of the column member 202 on the outside of the vehicle is It has an extending portion 203 that extends downward from the lower end of the side surface portion. The railway vehicle 200 is disclosed in which both side surfaces and the lower surface of the extension portion 203 are welded (w2, w3) to the outer side surface 201a of the underframe 201.

特開２００５－５３３０６号公報Japanese Patent Application Publication No. 2005-53306 特開２０１４－１０８６３５号公報Japanese Patent Application 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 on the inner side of the lower car of the through-way pillar 103 erected on the end beam 102 of the underframe 101. Since the structure is arranged in the longitudinal direction of the vehicle, there is a problem in 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 car interior side surface 103a of the through-way pillar 103 in an upright state, which is erected on the end beam 102 of the underframe 101. , the worker had to weld while holding the welding torch sideways and moving it up and down (horizontal welding). Such horizontal welding tends to cause dripping of molten metal, sink marks, and slag entrainment, so the skill of the worker tends to affect welding quality. Therefore, in the above-mentioned joint structure that requires horizontal welding, the strength of the welded part is unstable and there is a possibility that the required strength cannot be secured, and the workers are limited to highly skilled and highly skilled workers, making it difficult to There is a problem in that productivity decreases because attention is required.

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。 Furthermore, in the railway vehicle 200 described in Patent Document 2, both side surfaces and the lower end surface of the extending portion 203 of the column member 202 are welded (w2, w3) to the outer side surface 201a of the underframe 201. For example, it is necessary to weld on both sides of the extension part 203 while moving the welding torch horizontally and vertically (sideways welding), and on the lower end surface of the extension part 203, It was necessary to weld while moving the welding torch horizontally (upward welding) with the welding torch facing upward. Such horizontal welding and upward welding tend to cause dripping of molten metal, sink marks, and slag entrainment, so the skill of the worker tends to affect welding quality. Therefore, in joint structures that require horizontal welding or upward welding, the strength of the welded part is unstable and may not be able to secure the required strength, and the workers are limited to highly skilled and skilled workers. There was a problem in that productivity decreased because it required careful attention.

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 was made to solve this problem, and it stabilizes the quality and strength of the welded part at the joint between the leading structure and the end beam of the underframe without sacrificing the space inside the vehicle body compartment. An object of the present invention is to provide a railway vehicle equipped with a joint structure that is easy to secure and improve workability and productivity, and a method for manufacturing the same.

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, a railway vehicle and a manufacturing method thereof according to the present invention have the following configuration.
(1) A railway vehicle comprising an underframe, a leading body structure, a side body body, and a roof body, and a car body in which a lower end of the leading body 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 that is recessed toward the rear of the vehicle, and the lower end portion of the leading structure is provided with an auxiliary beam portion that extends toward the second end beam portion under the floor,
The welding portion includes a first welding portion welded at least in the longitudinal direction of the vehicle at a contact portion where the bottom plates extending horizontally from the second end beam portion and the auxiliary beam portion contact each other in the vertical direction. It is characterized by having the following.

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 that is recessed toward the rear of the vehicle, and the lower end portion of the leading structure is provided with an auxiliary beam portion that extends under the floor toward the second end beam portion. Therefore, the second end beam portion and the auxiliary beam portion can be placed under the floor, and it is possible to easily avoid sacrificing space within the vehicle body compartment. Further, the welding portion includes a first welding portion welded at least in the longitudinal direction of the vehicle at a contact portion where the bottom plates extending horizontally from the second end beam portion and the auxiliary beam portion contact each other in the vertical direction. Therefore, welding (downward welding) can be performed on all or part of the first welding portion while moving the welding torch downward in the longitudinal 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, compared to horizontal welding or upward welding. In addition, all or part of the first welding part is welded in the longitudinal direction of the vehicle at a contact part where the bottom plates extending horizontally from the second end beam part and the auxiliary beam part contact each other in the vertical direction. Therefore, the weld length in the longitudinal direction of the vehicle is increased, and this can effectively contribute to the peeling strength between the lower end of the leading structure and the end beam of the underframe in the event of a 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 ensure the quality and strength of the welded part at the joint between the leading structure and the end beam of the underframe without sacrificing the space inside the vehicle body, and it is possible to improve workability. A railway vehicle equipped with a joint structure that can improve productivity can be provided.

（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 part is arranged between the end beams divided into left and right parts in the vehicle width direction, and a front end part of a middle beam extending in the longitudinal direction of the vehicle is connected to the second end beam part. is being done,
The auxiliary beam portion is characterized in that it extends in the longitudinal 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 disposed between the end beams divided into left and right sides in the vehicle width direction, and the second end beam portion includes the front end portion of the middle beam extending in the longitudinal direction of the vehicle. are connected, and the auxiliary beam extends in the longitudinal direction of the vehicle at a position corresponding to the center beam, so the collision load received by the leading structure is transmitted linearly to the center beam via the auxiliary beam. This allows the auxiliary beam portion and the middle beam to effectively demonstrate their respective strengths. As a result, separation of the leading structure and the underframe can be more effectively prevented.

（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),
comprising a closing plate abutting the upper end surface of the auxiliary beam portion and the upper end surface of the second end beam portion;
The welding portion may include a second welding portion in which the outer edge 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 longitudinal 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, a 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 welding portion is provided with an outer edge of the closing plate and an upper end surface of the auxiliary beam portion. and the upper end surface of the second end beam part have a second welded part welded at least in the longitudinal direction of the vehicle, so the welding torch is directed downward at all or part of the second welded part where the outer edge of the closing plate is welded. It is possible to weld (downward welding) while moving the machine in the longitudinal direction of the vehicle. That is, by forming the second weld by downward welding, the quality and strength of the weld are stabilized, and workability and productivity are improved, compared to sideways welding or upward welding. Further, all or part of the second welded portion is formed by welding the outer edge 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 longitudinal direction of the vehicle. The weld length in the longitudinal direction is increased, and it can contribute more effectively to the peeling strength between the lower end of the leading structure and the end beam of the underframe in the event of a vehicle collision. Furthermore, the auxiliary beam part extending to the lower end of the leading body structure and the second end beam part which is arranged between the end beams divided left and right in the vehicle width direction and recessed toward the rear of the vehicle are connected to the bottom plate and the closing plate. By connecting them with each other, it is possible to form a reinforced structure with a box cross section that can further increase the strength. Therefore, when a collision load is transmitted from the lower end of the leading structure to the end beam of the underframe, separation of the two can be more effectively prevented by the reinforcing structure.

（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 described in (1) or (2),
an underframe forming step of forming the second end beam part on the end beam and extending the bottom plate to the second end beam part to form the underframe; a leading structure forming step of extending a beam portion and extending the bottom plate to the auxiliary beam portion to form the leading structure; and a step of forming the underframe formed in the underframe forming step and the leading structure forming step. The present invention is characterized by comprising an assembling step of assembling the formed leading 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。 The present invention includes the underframe forming step of forming the second end beam portion on the end beam and forming the underframe by extending the bottom plate to the second end beam portion. , when forming the second end beam part on the end beam and extending the bottom plate to the second end beam part, change the orientation of each part in any direction and join by downward welding, which makes welding quality more stable. can. In addition, since the leading structure forming step is provided in which the leading structure is formed by extending the auxiliary beam part to the lower end of the leading structure and extending the bottom plate to the auxiliary beam part, the leading structure is formed in the leading structure forming step. When extending the auxiliary beam section to the lower end of the auxiliary beam section and extending the bottom plate to the auxiliary beam section, the posture of each of these parts can be changed in any direction, and the welding quality can be easily stabilized by downward welding.

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。 In addition, there is an assembling process of assembling the underframe formed in the underframe forming process and the leading structure formed in the leading structure forming process, and a first welded part formation that forms the first welded part by downward welding after the assembling process. This process involves welding (downward welding) while moving the welding torch downward in the longitudinal direction of the vehicle, in all or part of the first welding area, with the underframe and leading structure in the assembled position. welding). That is, without changing the posture of the underframe and the leading structure in any direction, the first welding part connecting the underframe and the leading structure can be formed by downward welding where welding quality is likely to be stable, and in addition, The weld length in the vehicle longitudinal direction can be increased. Therefore, when a collision load is transmitted from the lower end of the leading structure to the end beam of the underframe, separation of the two can be more effectively prevented.

（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),
an underframe forming step of forming the second end beam part on the end beam and extending the bottom plate to the second end beam part to form the underframe; a leading structure forming step of extending a beam portion and extending the bottom plate to the auxiliary beam portion to form the leading structure; and a step of forming the underframe formed in the underframe forming step and the leading structure forming step. an assembling step of assembling the formed leading structure; a first welding portion forming step of forming the first welded portion by downward welding after the assembling step; and after the first welding portion forming step, A second welded portion forming step is provided, 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, and the second welded portion is formed by downward welding. Features.

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 includes forming a second end beam part on the end beam and extending a bottom plate to the second end beam part to form an underframe, and an auxiliary beam part at the lower end of the leading structure. A leading structure forming step in which a leading structure is formed by extending a bottom plate to the auxiliary beam, and an assembly in which the underframe formed in the underframe forming step and the leading structure formed in the leading structure forming step are assembled. a first welding part forming process of forming the first welded part by downward welding after the assembly process; and a first welding part forming process of forming the first welded part by downward welding after the assembling process; The second welded part is formed by downward welding by bringing a closing plate into contact with the upper end surface, so the second welded part can be formed while the underframe and the leading structure are assembled together. Welding (downward welding) can be performed on all or part of the two welding areas while moving the welding torch downward in the longitudinal direction of the vehicle. In other words, by forming the second weld that connects the underframe and the leading structure by downward welding, which tends to provide stable welding quality, without changing the posture of the underframe and the leading structure in any direction, the longitudinal direction of the vehicle can be improved. The weld length can be further increased. Therefore, when a collision load is transmitted from the lower end of the leading structure to the end beam of the underframe, separation of the two can be even more effectively prevented.

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 ensure the quality and strength of the welded part at the joint between the leading structure and the end beam of the underframe without sacrificing space inside the vehicle body, improving workability and productivity. It is possible to provide a railway vehicle equipped with a joint structure that can improve the performance 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。1 is a schematic side view of a railway vehicle representing one aspect of an embodiment of the present invention. 図１に示す鉄道車両におけるＡ視背面図である。FIG. 2 is a rear view of the railway vehicle shown in FIG. 1 when viewed from A. 図２に示すＢ視側面図である。FIG. 3 is a side view from B shown in FIG. 2; 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。FIG. 3 is a plan view from C view shown in FIG. 2, in which (A) is a plan view from C view in a state where there is no closing plate, and (B) is a plan view from C view in a state where there is a closing plate. 図４（Ｂ）に示すＤ－Ｄ断面図である。FIG. 4B is a cross-sectional view taken along line DD shown in FIG. 4(B). 図４（Ｂ）に示すＥ－Ｅ断面図である。FIG. 4B is a sectional view taken along line EE shown in FIG. 4(B). 図４（Ｂ）に示すＦ－Ｆ断面図である。FIG. 4B is a sectional view taken along line FF shown in FIG. 4(B). 図４（Ｂ）に示すＧ－Ｇ断面図である。FIG. 4B is a cross-sectional view taken along line 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。FIG. 2 is a flowchart diagram of the manufacturing process of the railway vehicle shown in FIG. 1. FIG. 図４（Ａ）に示す先頭構体のみの平面図である。FIG. 4A is a plan view of only the leading structure shown in FIG. 4(A). 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. 4(A). 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。FIG. 2 is a schematic cross-sectional view of a leading structure in a railway 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。FIG. 2 is a perspective view of essential parts of a railway 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 railway vehicle representing one aspect of an embodiment of the present invention and a method for manufacturing the same will be described in detail with reference to the drawings. Specifically, the configuration of the railway vehicle according to this embodiment will be explained in detail, and then the method for manufacturing the railway vehicle according to other embodiments will be explained 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。 <Configuration of this railway vehicle>
First, the configuration of this railway vehicle will be explained using FIGS. 1 to 8. FIG. 1 shows a schematic side view of a railway vehicle representing one aspect of an embodiment of the present invention. FIG. 2 shows a rear view of the railway vehicle shown in FIG. 1 when viewed from A. FIG. 3 shows a side view from B shown in FIG. 2. FIG. 4 shows a plan view seen from C shown in FIG. 2. Specifically, FIG. 4(A) shows a C-view plan view without the closing plate, and FIG. 4(B) shows a C-view plan view with the closing plate. FIG. 5 shows a DD cross-sectional view shown in FIG. 4(B). FIG. 6 shows a sectional view taken along line EE shown in FIG. 4(B). FIG. 7 shows a sectional view taken along line FF shown in FIG. 4(B). FIG. 8 shows a GG cross-sectional view 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 railway vehicle 10 has an underframe 1, a leading structure 2, a side structure 3, and a roof structure 4, and includes a lower end 21 of the leading structure 2 and an end beam of the underframe 1. 11 is a railway vehicle 10 including a car body 10a joined to each other via a welding 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 left and right halves in the vehicle width direction. Further, the underframe 1 is formed with a support beam 18 connected to the left and right side beams 17 behind the end beam 11, and a bogie 5 mounted with wheels 51 that runs on the rail Ra is suspended on the support support 18. has been done. At the upper end of the underframe 1, a floor plate 15 is installed, which is indicated by a phantom line.

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 body structure 2, for example, a through passage 24 is formed at a central portion in the vehicle width direction, and the through passage 24 is closed by a through passage door (not shown). A gable window 25 is formed on both sides of the through passage 24. Further, the side structure 3 is provided with a boarding door 31 and a side window 32 at appropriate positions. A roof structure 4 is joined to the upper ends of the leading structure 2 and the side structures 3. This railway vehicle 10 includes a generally box-shaped body 10a consisting of the above-mentioned underframe 1, a leading structure 2, a flat end (end structure) (not shown), a side structure 3, and a roof structure 4, and includes a vehicle body 10a such as a commuter vehicle, etc. It 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 that is recessed toward the rear of the vehicle. Here, the second end beam portion 12 is formed so as to be recessed toward the rear of the vehicle in a U-shape with respect to the end beam 11 that is divided into left and right parts in the vehicle width direction. Specifically, the second end beam portion 12 includes a pair of left and right second longitudinal end beam portions 12a extending toward the rear of the vehicle from the inner end of the left and right divided end beam 11, and a pair of left and right second longitudinal end beam portions 12a. A second lateral end beam 12b extends from the rear end of the end beam 12a in the vehicle width direction and connects the two.

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 leading body structure 2 is provided with an auxiliary beam portion 22 extending toward the second end beam portion 12 under the floor. The auxiliary beam portion 22 is formed as a pair of reinforcing members extending in the longitudinal direction of the vehicle on the vehicle center side, and its rear end portion is joined to the second lateral end beam portion 12b. The auxiliary beam portions 22 are arranged at approximately equal intervals in the vehicle width direction between the pair of second longitudinal end beam portions 12a. Further, at the lower end portion 21 of the leading body structure 2, an end beam connecting plate 211 is provided extending in the vehicle width direction to contact and join the upper end surface 111 of the end beam 11 divided into left and right sides. The rear end edge of the end beam connecting plate 211 is welded to the upper end surface 111 of the end beam 11, and constitutes a part of the welding portion YB. Welded portion YB can be formed by, for example, MIG (Metal Inert Gas) welding.

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, in the welding portion YB, the bottom plates 13 and 23 extending horizontally from the second end beam portion 12 and the auxiliary beam portion 22 are welded at least in the longitudinal direction of the vehicle at a contact portion TB where the bottom plates 13 and 23 contact each other in the vertical direction. It has a first welded portion YB1. In the first welding portion YB1, welding can be performed with the welding torch facing downward (downward welding). Since it is a downward welding process, the skill of the operator is less likely to affect the welding quality. Therefore, unlike horizontal welding or upward welding, which require a highly skilled worker, welding quality is stable, it is easy to ensure the necessary strength, and 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 part 22 overlaps the bottom plate 13 extending horizontally from the second end beam part 12 from above, and also overlaps the bottom plate 13 extending horizontally from the second end beam part 12 . It is formed into a substantially rectangular shape so as to have a predetermined gap therebetween. The first welding part YB1 connects the outer edge of the bottom plate 23 horizontally extending from the auxiliary beam part 22 and the upper surface of the bottom plate 13 horizontally extending from the second end beam part 12 into a substantially L-shaped shape. It is formed by welding to. Note that the bottom plate 23 is joined to the lower end of the side surface of the auxiliary beam portion 22 and the inner surface of the lower end portion 21 of the leading structure 2. Further, the bottom plate 13 is joined to the lower end of the side surface of the second longitudinal end beam portion 12a and the lower end portion 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 welding part YB1 by downward welding, the strength of the welding part YB is stabilized, and workability and productivity are improved, compared to sideways welding or upward welding. Further, since a part of the first welding portion YB1 is welded in the longitudinal direction of the vehicle, the weld length in the longitudinal direction of the vehicle increases, and the lower end 21 of the leading body structure 2 and the underframe 1 are It can effectively contribute to the peel strength with 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 part 12 has a predetermined gap with respect to the auxiliary beam part 22, and the bottom plate 23 of the auxiliary beam part 22 has a predetermined gap with respect to the second end beam part 12. Therefore, when assembling the underframe 1 and the leading body structure 2, mutual position adjustment is possible.

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。 Note that the front end portion of a middle beam 14 extending in the longitudinal direction of the vehicle is joined to the second end beam portion 12, and the auxiliary beam portion 22 is extended in the longitudinal direction of the vehicle at a position corresponding to the middle beam 14. It is preferable that Here, a pair of middle beams 14 are arranged at positions symmetrical with respect to the vehicle center on the vehicle center side, and their rear ends are joined to the pillow beams 18. Therefore, when the leading body 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 part 22, and the auxiliary The beam portion 22 and the middle beam 14 can effectively exhibit their respective strengths. As a result, separation of the leading body structure 2 and the underframe 1 can be more effectively prevented.

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, a closing plate 16 is provided 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, and the lower surface thereof is in contact with the lower surface of the floor plate 15 on the same plane, and the welding portion YB is 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 longitudinal direction of the vehicle. In this case, the second welding portion YB2 can be welded with the welding torch facing downward (downward welding). Here, the thickness of the closing plate 16 is formed to be the same as the thickness of the floor plate 15, but the thicknesses thereof may be different. For example, the strength of the second welded portion can be further increased by forming the closing plate thicker than 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 welding portion YB2 is formed by welding the outer edge 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 at least in the longitudinal direction of the vehicle. Therefore, the weld length in the longitudinal direction of the vehicle is further increased, and it can contribute more effectively to the peeling strength between the lower end 21 of the leading body structure 2 and the end beam 11 of the underframe 1 in the event 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。 Furthermore, an auxiliary beam part 22 extending to the lower end part 21 of the leading body structure 2, and a second end beam part 12 that is arranged between the end beams 11 divided left and right in the vehicle width direction and recessed toward the rear of the vehicle, By connecting the bottom plates 13 and 23 with the closing plate 16, a reinforced structure with a box cross section that can further increase the strength can be formed. Therefore, when a collision load is transmitted from the lower end portion 21 of the leading structure 2 to the end beam 11 of the underframe 1, separation of the two can be more effectively prevented by the reinforcement structure.

＜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 railway vehicle>
Next, a method of manufacturing the present railway vehicle 10 will be explained using FIG. 4 and FIGS. 9 to 11. FIG. 9 shows a flowchart in the manufacturing process of the railway vehicle shown in FIG. 1. FIG. 10 shows a plan view of only the leading 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, the method for manufacturing the railway vehicle 10 includes forming a second end beam portion 12 on the end beam 11, and extending a bottom plate 13 to the second end beam portion 12. The underframe forming step (step S1) in which the underframe 1 is formed, the auxiliary beam part 22 is extended to the lower end 21 of the leading body structure 2, and the bottom plate 23 is extended to the auxiliary beam part 22 to form the leading body structure 2. a leading structure forming step (step S2), and an assembling step (step S3) in which 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. ), after the assembly process (step S3), a first welding part forming process (step S4) of forming the first welding part YB1 by downward welding, and after the first welding part forming process (step S4), an auxiliary A second welded portion forming step (step S5) of bringing the closing plate 16 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 and forming 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 part 12 is formed on the end beam 11, and the bottom plate 13 is extended to the second end beam part 12 to form the underframe. Form 1. That is, the end beam 11 divided into left and right parts in the vehicle width direction is set horizontally, and the second end beam part 12 recessed toward the rear of the vehicle is joined to the inner end of the end beam 11 by downward welding. Specifically, a pair of left and right second longitudinal end beams 12a extending toward the rear of the vehicle are joined to the inner ends of the left and right end beams 11 by downward welding. A second lateral end beam portion 12b extending in the vehicle width direction and connecting both is joined to the rear end portion by downward welding. Further, a horizontally extending 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 horizontally set side beam 17 by downward welding. Then, if necessary, the front end portion of the middle beam 14 extending in the longitudinal direction of the vehicle is joined to the second lateral 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 respectively joined to each other while the underframe 1 is in a single state, each member can be placed in any position (horizontal position). (attitude)), a welded part YB with stable welding quality can be formed by downward welding.

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 leading structure forming step (step S2), an auxiliary beam portion 22 is extended to the lower end portion 21 of the leading structure 2, and a bottom plate 23 is extended to the auxiliary beam portion 22. A leading structure 2 is formed. That is, the leading body structure 2 is set horizontally, and the vertically standing auxiliary beam part 22 is joined to its lower end part 21 by downward welding. Further, a vertically standing end beam connecting plate 211 is joined to the lower end portion 21 of the leading body structure 2 by downward welding. Further, a vertically standing bottom plate 23 is joined to the lower end portion 21 of the leading body structure 2 by downward welding while contacting the lower end portion of the side surface of the auxiliary beam portion 22. Further, the leading structure 2 is set vertically, the attitude of the bottom plate 23 is changed to horizontal, and the bottom plate 23 and the lower end of the side surface of the auxiliary beam part 22 are joined by downward welding. As described above, the lower end 21, the auxiliary beam 22, the bottom plate 23, and the end beam connecting plate 211 of the leading structure 2 can be respectively joined when the leading structure 2 is alone. It is possible to form a welded portion YB with stable welding quality by setting the welds in a horizontal position and performing downward welding.

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 assembly process (step S3), the underframe 1 formed in the underframe forming process (step S1) and the leading structure 2 formed in the leading structure forming process (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 leading body structure 2 is in contact with the upper end surface 111 of the end beam 11 divided into left and right parts. Further, the bottom plate 23 extending horizontally from the auxiliary beam portion 22 contacts the bottom plate 13 extending horizontally from the second end beam portion 12 at an abutting portion TB that overlaps 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. 4(A), in a first welding part forming step (step S4), a first welding part YB1 is formed by downward welding. That is, the bottom plate 23 extending horizontally from the auxiliary beam part 22 overlaps the bottom plate 13 extending horizontally from the second end beam part 12 from above, and is positioned at a predetermined distance with respect to the second end beam part 12. Since the first welding part YB1 is formed in a substantially rectangular shape with a gap of The upper surface of the bottom plate 13 extending from the bottom plate 13 is welded downward in a substantially L-shape. In this case, the first welded portion YB1 can be formed by downward welding, which tends to stabilize welding quality, without changing the posture of the underframe 1 and the leading body 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 welding part forming step (step S5), a closing plate 16 is attached to the upper end surface 221 of the auxiliary beam section 22 and the upper end surface 121 of the second end beam section 12. By bringing them into contact with each other, a second welding portion YB2 is formed by downward welding. That is, the closing plate 16 is set 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 161 of the closing plate 16 and the auxiliary beam The upper end surface 221 of the section 22 and the upper end surface 121 of the second end beam section 12 are welded together in a substantially rectangular annular shape by downward welding. In this case, the second welded portion YB2 can be formed by downward welding, which tends to stabilize welding quality, without changing the posture 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 process (step S1), the leading structure forming process (step S2), and the first welding part forming process (step S4) are performed. In the second welding part forming step (step S5), each welding part YB (YB1, YB2) can be formed by downward welding with stable welding quality, and the strength of the welding part can be easily ensured stably. A method for manufacturing a railway vehicle 10 having a joint structure can be provided.

＜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。 <Effect>
According to the railway vehicle 10 according to the present embodiment described in detail above, the end beam 11 is provided with the second end beam portion 12 that is recessed toward the rear of the vehicle, and the lower end portion 21 of the leading body structure 2 is provided with an underfloor portion. Since the auxiliary beam section 22 is provided extending toward the second end beam section 12, the second end beam section 12 and the auxiliary beam section 22 can be placed under the floor, making it easy to sacrifice space within the vehicle interior. can be avoided. Further, in the welding portion YB, the bottom plates 13 and 23 extending horizontally from the second end beam portion 12 and the auxiliary beam portion 22 are welded at least in the longitudinal direction of the vehicle at a contact portion TB where the bottom plates 13 and 23 contact each other in the vertical direction. Since the welding section YB1 has a first welding section YB1, it is possible to weld (downward welding) all or a part of the first welding section YB1 while moving the welding torch downward in the longitudinal direction of the vehicle. That is, by forming the first welding part YB1 by downward welding, the strength of the welding part YB is stabilized, and workability and productivity are improved, compared to sideways welding or upward welding. Further, all or part of the first welding part YB1 is a contact part TB where the bottom plates 13 and 23 extending horizontally from the second end beam part 12 and the auxiliary beam part 22 abut each other in the vertical direction. Since it is welded in the longitudinal direction of the vehicle, the welding length in the longitudinal direction of the vehicle increases, which has an effect on the peeling strength between the lower end 21 of the leading structure 2 and the end beam 11 of the underframe 1 in the event of a vehicle collision. can make a significant contribution.

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 can be stably ensured at the joint between the leading body structure 2 and the end beam 11 of the underframe 1 without sacrificing the space within the vehicle body compartment. It is possible to provide a railway vehicle 10 having a joining 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 part 12 is arranged between the end beams 11 divided into left and right parts in the vehicle width direction, and the second end beam part 12 has a structure extending in the longitudinal direction of the vehicle. The front end of the middle beam 14 is joined to the center beam 14, and the auxiliary beam 22 extends in the longitudinal direction of the vehicle at a position corresponding to the middle beam 14. It can be linearly transmitted to the middle beam 14 via the section 22, and the auxiliary beam section 22 and the middle beam 14 can effectively exhibit their respective strengths. As a result, separation of the leading body structure 2 and the underframe 1 can be more effectively prevented.

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 closing plate 16 whose lower surface is in contact with the upper end surface 221 of the auxiliary beam section 22 and the upper end surface 121 of the second end beam section 12 on the same plane as the lower surface of the floorboard 15 is provided. , the welding portion YB includes a second welding portion YB2 in which the outer edge 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 longitudinal direction of the vehicle. Therefore, it is possible to perform welding (downward welding) on all or part of the second welding portion YB2 while moving the welding torch downward in the longitudinal direction of the vehicle. That is, by forming the second welding part YB2 by downward welding, the strength of the welding part YB is stabilized, and workability and productivity are improved, compared to sideways welding or upward welding. Further, all or part of the second welding portion YB2 is formed by welding the outer edge 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 at least in the longitudinal direction of the vehicle. As a result, the weld length in the longitudinal direction of the vehicle is further increased, which contributes more effectively to the peeling strength between the lower end 21 of the leading structure 2 and the end beam 11 of the underframe 1 in the event of a vehicle collision. can. Furthermore, an auxiliary beam part 22 extending to the lower end part 21 of the leading body structure 2, and a second end beam part 12 that is arranged between the end beams 11 divided left and right in the vehicle width direction and recessed toward the rear of the vehicle, By connecting the bottom plates 13 and 23 with the closing plate 16, a reinforced structure with a box cross section that can further increase the strength can be formed. Therefore, when a collision load is transmitted from the lower end portion 21 of the leading structure 2 to the end beam 11 of the underframe 1, separation of the two can be more effectively prevented by the reinforcement structure.

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 of the method for manufacturing a railway vehicle, the second end beam portion 12 is formed on the end beam 11, and the bottom plate 13 is extended to the second end beam portion 12 to form the underframe. Since the underframe forming step (step S1) is provided, the second end beam portion 12 is formed on the end beam 11 in the underframe forming step (step S1), and the bottom plate 13 is formed on the second end beam portion 12. When extending the system, each part can be moved in any direction and joined by downward welding, which provides stable welding quality. Further, a leading structure forming step (step S2) is provided in which the leading structure 2 is formed by extending the auxiliary beam portion 22 to the lower end portion 21 of the leading structure 2 and extending the bottom plate 23 to the auxiliary beam portion 22. Therefore, in the leading structure forming step (step S2), when extending the auxiliary beam part 22 to the lower end 21 of the leading structure 2 and extending the bottom plate 23 to the auxiliary beam part 22, each of these parts can be rotated in any direction. By changing the position, the welding quality can be easily stabilized by downward welding.

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。 Furthermore, an assembling process (step S3) for assembling the underframe 1 formed in the underframe forming process (step S1) and the leading structure 2 formed in the leading structure forming process (step S2), and an assembling process (step S3) After that, there is a first welding part forming step (step S4) in which the first welding part YB1 is formed by downward welding. All or part of the welding portion YB1 can be welded (downward welding) while the welding torch is directed downward and moved in the longitudinal direction of the vehicle. That is, the first welding portion YB1 connecting the underframe 1 and the leading structure 2 can be formed by downward welding, which is likely to have stable welding quality, without changing the posture of the underframe 1 and the leading structure 2 in any direction. At the same time, the weld length in the longitudinal direction of the vehicle can be increased. Therefore, when a collision load is transmitted from the lower end 21 of the leading body structure 2 to the end beam 11 of the underframe 1, separation of the two can be more effectively prevented.

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。 According to this other embodiment, the underframe forming step includes forming the second end beam portion 12 on the end beam 11 and extending the bottom plate 13 to the second end beam portion 12 to form the underframe 1. (Step S1), and a leading structure forming step (Step S2) of extending the auxiliary beam portion 22 to the lower end portion 21 of the leading structure 2, and extending the bottom plate 23 to the auxiliary beam portion 22 to form the leading structure 2. 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); and an assembling step (step S3). After the first welding part forming step (step S4) of forming the first welding part YB1 by downward welding, and after the first welding part forming step (step S4), the upper end surface 221 of the auxiliary beam part 22 and the second Since the second welding part 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 part 12 and the second welding part YB2 is formed by downward welding, the underframe 1 and Welding (downward welding) can be performed on all or part of the second welding portion YB2 while the leading body structure 2 remains in the assembled position, with the welding torch facing downward and moving in the longitudinal direction of the vehicle. In other words, the second welding portion YB2 connecting the underframe 1 and the leading structure 2 can be formed by downward welding, which tends to stabilize the welding quality, without changing the posture of the underframe 1 and the leading structure 2 in any direction. At the same time, the weld length in the longitudinal direction of the vehicle can be further increased. Therefore, when a collision load is transmitted from the lower end 21 of the leading body structure 2 to the end beam 11 of the underframe 1, separation of the two can be even more effectively prevented.

＜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。 <Modified example>
Although the railway vehicle 10 and its manufacturing method according to the present embodiment have been described above in detail, the present invention is not limited thereto, and various changes can be made without departing from the spirit thereof. For example, in this embodiment, the second end beam portion 12 is formed to be recessed in a U-shape toward the rear of the vehicle with respect to the end beam 11 that is divided into left and right parts in the vehicle width direction. However, it is not necessarily limited to this. For example, the second end beam portion 12 may be formed to be recessed toward the rear of the vehicle in a U-shape or L-shape with respect to both ends of the end beam 11 formed at the intermediate 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 the lower end of the leading structure and the end beam of the underframe are joined via a welded portion with 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 Top structure 3 Side structure 4 Roof structure 5 Bogie 10 Railway vehicle 10a Car body 11 End beam 12 Second end beam 13 Bottom plate 14 Middle beam 15 Floor plate 16 Closing plate 21 Lower end 22 Auxiliary beam 23 Bottom plate 121, 221 Upper end surface 161 Outer edge TB Contact part S1 Underframe forming process S2 Head structure forming process S3 Assembly process S4 First welding part forming process S5 Second welding part forming process YB Welding part YB1 First welding part YB2 Second welding 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 comprising an underframe, a leading structure, a side structure, and a roof structure, and a car body in which a lower end 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 that is recessed toward the rear of the vehicle, and the lower end portion of the leading structure is provided with an auxiliary beam portion that extends toward the second end beam portion under the floor,
The welding portion includes a first welding portion welded at least in the longitudinal direction of the vehicle at a contact portion where the bottom plates extending horizontally from the second end beam portion and the auxiliary beam portion abut each other in the vertical direction. A railway 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。 The railway vehicle according to claim 1,
The second end beam part is arranged between the end beams divided into left and right parts in the vehicle width direction, and a front end part of a middle beam extending in the longitudinal direction of the vehicle is connected to the second end beam part. is being done,
The railway vehicle is characterized in that the auxiliary beam portion extends in the longitudinal 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 railway vehicle according to claim 1 or claim 2,
comprising a closing plate abutting the upper end surface of the auxiliary beam portion and the upper end surface of the second end beam portion;
The welding portion may include a second welding portion in which the outer edge 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 longitudinal direction of the vehicle. Railway vehicles. 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 railway vehicle according to claim 1 or claim 2,
an underframe forming step of forming the second end beam part on the end beam and extending the bottom plate to the second end beam part to form the underframe; a leading structure forming step of extending a beam portion and extending the bottom plate to the auxiliary beam portion to form the leading structure; and a step of forming the underframe formed in the underframe forming step and the leading structure forming step. A railway vehicle characterized by comprising an assembling step of assembling the formed leading 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,
an underframe forming step of forming the second end beam part on the end beam and extending the bottom plate to the second end beam part to form the underframe; a leading structure forming step of extending a beam portion and extending the bottom plate to the auxiliary beam portion to form the leading structure; and a step of forming the underframe formed in the underframe forming step and the leading structure forming step. an assembling step of assembling the formed leading structure; a first welding portion forming step of forming the first welded portion by downward welding after the assembling step; and a first welding portion forming step of forming the first welded portion by downward welding after the assembling step; A second welded portion forming step is provided, 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, and the second welded portion is formed by downward welding. Features: A manufacturing method for railway vehicles.
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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2019111928A (en) 2017-12-22 2019-07-11 川崎重工業株式会社 Railway vehicle body structure
JP2020163955A (en) 2019-03-29 2020-10-08 日本車輌製造株式会社 Railway vehicle
JP2020164016A (en) 2019-03-29 2020-10-08 日本車輌製造株式会社 Railway vehicle

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2019111928A (en) 2017-12-22 2019-07-11 川崎重工業株式会社 Railway vehicle body structure
JP2020163955A (en) 2019-03-29 2020-10-08 日本車輌製造株式会社 Railway vehicle
JP2020164016A (en) 2019-03-29 2020-10-08 日本車輌製造株式会社 Railway vehicle

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