JP7834599B2 - Railway vehicles and their manufacturing methods - Google Patents

Description

This invention relates to a railway vehicle and a method for manufacturing the same, and more specifically, to a railway vehicle having an entrance/exit opening formed in the outer panel of the side structure, and a method for manufacturing the same.

Generally, commuter train cars have a body supported by a pair of bogies that run on rails. Furthermore, the outer panels of the side structures that make up the body have multiple entrance/exit openings formed in the longitudinal direction of the car body for passengers to board and alight. Therefore, stresses from the car body's own weight and passenger loads tend to concentrate particularly at the corners of the entrance/exit openings located between the front and rear bogies, and various reinforcing structures for these openings have been considered.

For example, Patent Document 1 discloses a railway vehicle 100 having an entrance/exit opening 103 formed in the outer plate 102 of a side structure 101, as shown in Figure 11. In this vehicle, a flange portion 105c, which extends from the main body portion 105a of an inner plate frame member 105 (provided on the U-shaped portion 104a of a reinforcing member (horizontal bone member) 104 of the outer plate 102 via a leg portion 105b, is joined along the periphery (including the corner portion 103S) of the entrance/exit opening 103 of the outer plate 102.

Japanese Patent Publication No. 2009-179318

However, in the railway vehicle 100 described in Patent Document 1, the inner plate frame member 105 is formed such that the vertical inner plate frame member 105A, extending vertically in the vehicle body direction, and the horizontal inner plate frame member 105B, extending vertically in the vehicle body direction, intersect at a right angle. Therefore, the inner plate frame member 105 cannot be manufactured by simple bending. Consequently, it is necessary to manufacture the inner plate frame member 105 using a dedicated deep drawing die, which increases manufacturing costs.

In this regard, for example, as shown in Figure 12, the inner plate frame member 205 provided on the U-shaped portion 104a of the reinforcing member (horizontal frame member) 104 of the outer plate 102 can be manufactured by dividing it into a vertical inner plate frame member 205A extending in the vertical direction of the vehicle body along the entrance/exit opening 103 and a horizontal inner plate frame member 205B extending in the front-rear direction of the vehicle body. The longitudinal ends 205A1 and 205B1 of both members, located at the corners 103S of the entrance/exit opening 103, can then be joined by arc welding or the like. In this case, since the vertical inner plate frame member 205A and the horizontal inner plate frame member 205B are formed in a straight line, they can be manufactured by simple bending, eliminating the need for a dedicated deep drawing die.

However, when the longitudinal end 205A1 of the vertical inner plate frame member 205A and the longitudinal end 205B1 of the horizontal inner plate frame member 205B were joined by arc welding or the like, the joint would deform due to thermal shrinkage, resulting in a problem where correcting the distortion required considerable effort.

This invention was made to solve the aforementioned problems and aims to provide a railway vehicle and a method for manufacturing the same that can effectively and easily reinforce the entrance/exit openings formed in the outer panel of the side structure.

To achieve the above objective, the railway vehicle and its manufacturing method according to the present invention have the following configuration.
(1) A railway vehicle comprising a body supported by a pair of front and rear bogies that run on rails, wherein multiple entrance and exit openings for passengers to get on and off are formed in the outer panel of the side structure constituting the body in the front-rear direction of the vehicle,
On the inner surface side of the outer panel, a hat-shaped cross-section transverse member extending along the longitudinal direction of the vehicle body is directly joined or joined via a shear plate, and an L-shaped cross-section entrance frame member is joined along the periphery of the entrance opening.
The interior side of the aforementioned entrance/exit frame member is provided with a vertical inner plate frame member having a Z-shaped cross-section that extends in the vertical direction of the vehicle body, and a horizontal inner plate frame member having a Z-shaped cross-section that extends in the front-rear direction of the vehicle body.
The entrance/exit frame member is characterized in that it is joined to the horizontal frame member via the vertical inner plate frame member and the horizontal inner plate frame member.

In this invention, a hat-shaped cross-section transverse rib member extending along the longitudinal direction of the vehicle body is directly joined or joined via a shear plate to the inner surface of the outer panel. An L-shaped cross-section entrance/exit frame member is joined along the periphery of the entrance/exit opening. Furthermore, the inner surface of the entrance/exit frame member is provided with a Z-shaped cross-section vertical inner panel frame member extending in the vertical direction of the vehicle body and a Z-shaped cross-section horizontal inner panel frame member extending in the longitudinal direction of the vehicle body. Since the entrance/exit frame member is joined to the horizontal rib member via the vertical and horizontal inner panel frame members, the entrance/exit opening formed in the outer panel of the side structure, where the vehicle's own weight and passenger loads act as concentrated stresses, can be effectively and easily reinforced.

In other words, by reinforcing the periphery of the entrance/exit opening formed in the outer panel of the side structure with an entrance/exit frame member, and by joining the entrance/exit frame member to the transverse frame member via the vertical inner panel frame member and the horizontal inner panel frame member, the rigidity of the entrance/exit frame member reinforcing the periphery of the entrance/exit opening in the outer panel can be further increased. Therefore, the outer panel around the entrance/exit opening, where the vehicle's own weight and passenger loads act as concentrated stresses, can be effectively reinforced through the coordinated action of the entrance/exit frame member, vertical inner panel frame member, horizontal inner panel frame member, and transverse frame member.

Furthermore, since the vertical and horizontal inner plate frame members are formed with a Z-shaped cross-section, extending in the vertical or longitudinal direction of the vehicle body, they can be manufactured by simple bending processes, eliminating the need for specialized deep drawing dies. Therefore, the vertical and horizontal inner plate frame members can be easily manufactured, reducing production costs. Additionally, since the vertical and horizontal inner plate frame members are joined to the horizontal frame members, there is no need to join the longitudinal ends of the vertical and horizontal inner plate frame members by arc welding or the like, thus avoiding the effort required to correct distortion due to thermal deformation.

Therefore, according to the present invention, it is possible to provide a railway vehicle that can effectively and easily reinforce the entrance/exit openings formed in the outer plate of the side structure.

(2) In the railway vehicles described in (1),
The longitudinal end of the vertical inner plate frame member is joined to the horizontal rib member to which the horizontal inner plate frame member is joined.

In this invention, the longitudinal ends of the vertical inner plate frame members are joined to the transverse rib members to which the transverse inner plate frame members are joined. Therefore, the vertical and transverse inner plate frame members can be connected to each other by the same transverse rib members. This allows for a further increase in the overall rigidity of the entrance/exit frame members that reinforce the entrance/exit openings of the outer panel, while avoiding thermal deformation caused by directly joining the vertical and transverse inner plate frame members. Furthermore, the longitudinal ends of the vertical inner plate frame members and the longitudinal ends of the transverse inner plate frame members can be joined to the same transverse rib members at adjacent positions near the corners of the entrance/exit openings of the outer panel. This further increases the rigidity of the entrance/exit frame members at the corners of the entrance/exit openings of the outer panel. As a result, the entrance/exit openings formed in the outer panel of the side structure can be reinforced more effectively.

(3) In the railway vehicles described in (1),
The outer panel is provided with a vertical frame member having a hat-shaped cross-section that extends in the vertical direction of the vehicle body, on the inner side of the outer panel.
The longitudinal end of the vertical inner plate frame member and the longitudinal end of the horizontal inner plate frame member are joined to the same vertical rib member.

In this invention, the inner surface of the outer panel is provided with vertical rib members with a hat-shaped cross-section extending in the vertical direction of the vehicle body. Since the longitudinal ends of the vertical inner panel frame members and the longitudinal ends of the horizontal inner panel frame members are joined to the same vertical rib member, the vertical and horizontal inner panel frame members can be connected to each other by the same vertical rib member. Therefore, the overall rigidity of the entrance/exit frame members reinforcing the entrance/exit openings of the outer panel can be further increased while avoiding thermal deformation caused by directly joining the vertical and horizontal inner panel frame members. Furthermore, the longitudinal ends of the vertical inner panel frame members and the longitudinal ends of the horizontal inner panel frame members can be connected to the same vertical rib member at adjacent positions. Therefore, the rigidity of the entrance/exit frame members at the corners of the entrance/exit openings of the outer panel can be further increased. As a result, the entrance/exit openings formed in the outer panel of the side structure can be reinforced more effectively.

(4) In the railway vehicles described in (2) or (3),
The entrance/exit frame member comprises a vertical entrance/exit frame portion extending in the vertical direction of the vehicle body, a horizontal entrance/exit frame portion extending in the front-rear direction of the vehicle body, and a corner metal portion formed at the corner of the entrance/exit opening and butted together with the longitudinal end of the vertical entrance/exit frame portion and the longitudinal end of the horizontal entrance/exit frame portion.
The corner metal portion is characterized in that it is joined to the vertical inner plate frame member along the vertical direction of the vehicle body, joined to the horizontal inner plate frame member along the front-rear direction of the vehicle body, and joined to the outer plate along the periphery of the corner of the entrance opening.

In this invention, the entrance/exit frame member comprises a vertical entrance/exit frame portion extending in the vertical direction of the vehicle body, a horizontal entrance/exit frame portion extending in the front-rear direction of the vehicle body, and a corner metal portion formed at the corner of the entrance/exit opening and butted together with the longitudinal end of the vertical entrance/exit frame portion and the longitudinal end of the horizontal entrance/exit frame portion. Therefore, the vertical entrance/exit frame portion, the horizontal entrance/exit frame portion, and the corner metal portion can be easily manufactured by bending flat plates that have been unfolded and punched out.

Furthermore, since the corner brackets are joined to the vertical inner panel frame members along the vertical direction of the vehicle body, to the horizontal inner panel frame members along the longitudinal direction of the vehicle body, and to the outer panel along the periphery of the corners of the entrance/exit openings, the corner brackets of the entrance/exit frame members can be joined to the outer panel, and the corner brackets can also be connected to the horizontal frame members via the vertical and horizontal inner panel frame members. Therefore, the rigidity of the corner brackets joined to the outer panel can be further improved, allowing for more effective reinforcement of the outer panel around the entrance/exit openings where the vehicle's own weight and passenger loads act as concentrated stresses.

(5) In the railway vehicles described in (4),
The first joint, which joins the vertical entrance frame portion, the vertical inner plate frame member, and the outer plate along the vertical direction of the vehicle body, and the second joint, which joins the vertical entrance frame portion and the vertical inner plate frame member, are formed at different positions in the front-rear direction of the vehicle body, and the first joint is formed closer to the periphery of the entrance opening than the second joint.

In this invention, the first joint, which connects the vertical entrance frame, the vertical inner panel frame member, and the outer panel along the vertical direction of the vehicle body, and the second joint, which connects the vertical entrance frame and the vertical inner panel frame member, are formed at different positions in the longitudinal direction of the vehicle body. Therefore, the vertical inner panel frame member, which is double-joined to the vertical entrance frame in the vertical direction of the vehicle body to increase rigidity, can connect horizontal frame members that are spaced apart vertically. This increases the vertical rigidity of the outer panel at the entrance opening, further improving resistance to the vehicle's own weight and passenger loads.

Furthermore, since the first joint is formed closer to the periphery of the entrance/exit opening than the second joint, the rigidity of the outer panel near the periphery of the entrance/exit opening can be further improved, allowing for more effective reinforcement of the outer panel at the periphery of the entrance/exit opening where the vehicle's own weight and passenger loads act as concentrated stresses.

A method for manufacturing railway vehicles as described in (6), (4), or (5),
The first step is to butt-join the vertical entrance frame portion, the horizontal entrance frame portion, and the corner bracket portion to form the entrance frame member,
The second step is to join or temporarily fasten the vertical inner panel frame member and the horizontal inner panel frame member to the inner surface side of the entrance/exit frame member to form an entrance/exit frame unit.
A third step involves directly joining the transverse frame member to the inner surface side of the outer panel or joining it via the shear plate to form an outer panel/frame member unit.
The present invention is characterized by comprising a fourth step of joining the entrance/exit frame unit and the outer plate/frame member unit to form a side structure.

In this invention, the present invention comprises the following steps: a first step of forming an entrance/exit frame member by butt-joining a vertical entrance/exit frame section, a horizontal entrance/exit frame section, and a corner bracket section; a second step of forming an entrance/exit frame unit by joining or temporarily fastening a vertical inner plate frame member and a horizontal inner plate frame member to the inner surface side of the entrance/exit frame member; a third step of forming an outer plate/frame member unit by directly joining or joining a horizontal frame member to the inner surface side of the outer plate, or by joining it via a shear plate; and a fourth step of joining the entrance/exit frame unit and the outer plate/frame member unit to form a side structure. Therefore, a railway vehicle can be formed in which the entrance/exit opening formed in the outer plate of the side structure can be effectively and easily reinforced.

In other words, since it includes a first step of butt-joining the vertical entrance frame section, the horizontal entrance frame section, and the corner bracket section to form the entrance frame member, the vertical entrance frame section, the horizontal entrance frame section, and the corner bracket section can be easily manufactured by bending flat plates that have been unfolded and punched out.

Furthermore, since the system includes a second step of joining or temporarily fastening the vertical inner panel frame member and the horizontal inner panel frame member to the inner surface side of the entrance/exit frame member to form the entrance/exit frame unit, the rigidity of the entrance/exit frame unit is increased by joining or temporarily fastening the vertical inner panel frame member and the horizontal inner panel frame member to the entrance/exit frame member, allowing for precise assembly to the outer panel. Also, since the vertical inner panel frame member and the horizontal inner panel frame member are not directly welded, deformation and distortion of the entrance/exit frame member caused by welding the vertical and horizontal inner panel frame members can be avoided. As a result, by joining the vertical and horizontal inner panel frame members to the inner surface side of the entrance/exit frame member while they are separated from each other, an inexpensive entrance/exit frame unit with increased precision and rigidity can be easily manufactured.

Furthermore, since the system includes a third step of directly joining the transverse frame members to the inner surface of the outer panel, or joining them via a shear plate, to form an outer panel/frame member unit, the outer panel and transverse frame members, or the outer panel, shear plate, and transverse frame members, can be easily joined beforehand without being obstructed by other members (such as entrance/exit frame members, vertical inner panel frame members, horizontal inner panel frame members, etc.).

Furthermore, since it includes a fourth step of joining the entrance/exit frame unit and the outer panel/frame member unit to form the side structure, the entrance/exit frame member, vertical inner panel frame member, horizontal inner panel frame member, and horizontal frame member work together to effectively reinforce the entrance/exit opening formed in the outer panel of the side structure, against the concentrated stress acting on the outer panel around the entrance/exit opening due to the vehicle's own weight and passenger loads. Also, because the entrance/exit frame unit and the outer panel/frame member unit can be joined while their rigidity is increased, the side structure can be assembled easily and with high precision.

Therefore, it is possible to provide a railway vehicle manufacturing method that effectively and easily reinforces the entrance/exit openings formed in the outer panel of the side structure.

(7) In the method of manufacturing railway vehicles described in (6),
In the fourth step described above, the third joint that joins the vertical inner plate frame member and the horizontal inner plate frame member to the horizontal frame member is formed by plug welding or ring welding, and the first joint that joins the entrance/exit frame member and the vertical inner plate frame member or the horizontal inner plate frame member to the outer plate is formed by spot welding.

In this invention, the third joint connecting the vertical inner plate frame member and the horizontal inner plate frame member to the horizontal frame member is formed by plug welding or ring welding. This allows welding of the vertical inner plate frame member and the horizontal inner plate frame member to the horizontal frame member to be easily performed from the inside of the vehicle without being obstructed by the outer panel. Furthermore, by appropriately setting the hole diameter of the third joint formed by plug welding or ring welding, the necessary welding strength between the vertical inner plate frame member and the horizontal inner plate frame member to the horizontal frame member can be ensured. Additionally, the first joint connecting the entrance/exit frame member and the vertical inner plate frame member or horizontal inner plate frame member to the outer panel is formed by spot welding. This allows welding of the outer panel, entrance/exit frame member, and vertical inner plate frame member or horizontal inner plate frame member in a three-layer configuration to ensure the necessary welding strength to the outer panel. Therefore, robust reinforcement of the outer panel around the entrance/exit opening is possible.

According to the present invention, it is possible to provide a railway vehicle and a method for manufacturing the same that can effectively and easily reinforce the entrance/exit openings formed in the outer panel of the side structure.

This is a schematic side view of a railway vehicle according to one embodiment of the present invention. This is a detailed side view of the side structure in section A shown in Figure 1, as seen from the inside of the vehicle. This is a cross-sectional view taken along line B-B, as shown in Figure 2. This is a cross-sectional view taken along line C-C, as shown in Figure 2. This is a cross-sectional view taken along line D-D in Figure 2. Figure 2 is an explanatory diagram for manufacturing the entrance/exit frame unit, where (A) shows the manufacturing drawing of the entrance/exit frame member and (B) shows the manufacturing drawing of the entrance/exit frame unit. Figure 6 is an explanatory diagram showing how the entrance/exit frame unit is joined to the outer panel/frame member unit, which is formed by joining the outer panel and the horizontal frame members. Figure 2 is a flowchart illustrating the steps involved in manufacturing a railway vehicle. Figure 2 is a detailed side view of a modified example of the side structure shown in Figure 2. This is a cross-sectional view taken along line E-E, as shown in Figure 9. This is a perspective view from inside the vehicle of the reinforcing structure at the entrance/exit opening of a railway vehicle, as described in Patent Document 1. Figure 11 is a perspective view from inside the vehicle of a modified example of the reinforcing structure.

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

<Composition of this railway vehicle>
The configuration of this railway vehicle will be explained using Figures 1 to 5. Figure 1 shows a schematic side view of a railway vehicle according to one embodiment of the present invention. Figure 2 shows a detailed side view of the side structure at section A shown in Figure 1, as seen from inside the vehicle. Figure 3 shows a cross-sectional view taken along line B-B in Figure 2. Figure 4 shows a cross-sectional view taken along line C-C in Figure 2. Figure 5 shows a cross-sectional view taken along line D-D in Figure 2.

As shown in Figures 1 to 5, this railway vehicle 10 comprises a car body 1 supported by a pair of front and rear bogies 11 that run on rails RL. Multiple entrance/exit openings 21 for passengers to board and alight are formed in the outer panel 2 of the side structure GK constituting the car body 1, in the longitudinal direction of the vehicle body. The entrance/exit openings 21 are formed to be openable and closable by side doors DR.

As shown in Figure 1, the vehicle body 1 comprises a frame DY supported by a bogie 11, end frames TK rising from the front and rear ends of the frame DY, side frames GK rising from both ends of the frame DY, and a roof frame YK connected to the upper ends of the end frames TK and side frames GK. Furthermore, a window opening 22 is formed in the outer panel 2 of the side frame GK, adjacent to the entrance/exit opening 21. The outer panel 2 of the side frame GK is made of, for example, stainless steel.

Furthermore, as shown in Figures 2 to 5, horizontal frame members 3 (31, 32, 33) with a hat-shaped cross-section, extending along the longitudinal direction of the vehicle body, are directly joined or joined via shear plates 6 (61, 62, 63) to the inner surface side of the outer panel 2 in the side structure GK. Each horizontal frame member 3 comprises an inner hat-shaped apex 3a, an outer flange portion 3c, and a leg portion 3b connecting the two. Here, the outer flange portion 3c of the horizontal frame member 3 is continuously joined to the inner surface side of the outer panel 2 in the longitudinal direction of the vehicle body via shear plates 6 (61, 62, 63) by laser welding. However, the outer flange portion 3c of the horizontal frame member 3 may also be directly joined to the inner surface side of the outer panel 2 in the longitudinal direction of the vehicle body by laser welding.

Furthermore, an L-shaped entrance/exit frame member 4 is joined to the inner surface of the outer panel 2 in the side structure GK, along the periphery of the entrance/exit opening 21. The entrance/exit frame member 4 comprises a main body portion 4a joined to the inner surface of the outer panel 2, and a reinforcing flange portion 4b extending inward from the main body portion 4a. The thickness of the entrance/exit frame member 4 is greater than the thickness of the outer panel 2.

Furthermore, on the interior side of the entrance/exit frame member 4, an inner plate frame member 5 is provided to reinforce the entrance/exit frame member 4 from the interior side along the entrance/exit opening 21. This inner plate frame member 51 has a Z-shaped cross-section and extends linearly in the vertical direction of the vehicle body when viewed from the side, and a horizontal inner plate frame member 52 has a Z-shaped cross-section and extends linearly in the longitudinal direction of the vehicle body when viewed from the side. The vertical inner plate frame member 51 is formed to be larger than the opening dimension of the entrance/exit opening 21 in the vertical direction of the vehicle body, and the horizontal inner plate frame member 52 is formed to be larger than the opening dimension of the entrance/exit opening 21 in the longitudinal direction of the vehicle body. The vertical inner plate frame member 51 and the horizontal inner plate frame member 52 each have an interior main body portion 51a, 52a that is joined to the horizontal bone member 3, an exterior flange portion 51c, 52c that is joined to the main body portion 4a of the entrance/exit frame member 4 from the interior side, and a leg portion 51b, 52b that connects the two.

Furthermore, the entrance/exit frame member 4 is joined to the horizontal frame member 3 via the vertical inner panel frame member 51 and the horizontal inner panel frame member 52. Specifically, the main body portion 4a of the entrance/exit frame member 4 is joined to the flange portion 51c of the vertical inner panel frame member 51 and the flange portion 52c of the horizontal inner panel frame member 52. Also, the main body portion 51a of the vertical inner panel frame member 51 and the main body portion 52a of the horizontal inner panel frame member 52 are joined to the interior hat-shaped top portion 3a of the horizontal frame member 3. The vertical inner panel frame member 51 has a reinforcing flange portion 51d that rises from the main body portion 51a toward the outer panel 2 side, formed between the horizontal frame members 32 and 33.

With the above configuration, the periphery of the entrance/exit opening 21 formed in the outer plate 2 of the side structure GK can be reinforced by the entrance/exit frame member 4. Furthermore, by joining the entrance/exit frame member 4 to the horizontal bone member 3 via the vertical inner plate frame member 51 and the horizontal inner plate frame member 52, the rigidity of the entrance/exit frame member 4 reinforcing the periphery of the entrance/exit opening 21 of the outer plate 2 can be further increased.

Therefore, the outer panel 2 around the entrance/exit opening 21, where the weight of the vehicle body 1 and the load of passengers act as concentrated stresses, can be effectively reinforced by the coordinated action of the entrance/exit frame member 4, the vertical inner panel frame member 51, the horizontal inner panel frame member 52, and the horizontal bone member 3.

Furthermore, since the vertical inner plate frame member 51 and the horizontal inner plate frame member 52 are members formed with a Z-shaped cross-section by extending linearly in the vertical or longitudinal direction of the vehicle body when viewed from the side, they can be manufactured by simple bending processes, eliminating the need for dedicated deep drawing dies. Therefore, the vertical inner plate frame member 51 and the horizontal inner plate frame member 52 can be easily manufactured, reducing production costs. Also, since the vertical inner plate frame member 51 and the horizontal inner plate frame member 52 are joined to the horizontal frame member 3, there is no need to join the longitudinal end 511 of the vertical inner plate frame member 51 and the longitudinal end 521 of the horizontal inner plate frame member 52 by arc welding or the like, thus avoiding the effort required to correct distortion due to thermal deformation.

Therefore, this railway vehicle 10 provides a railway vehicle 10 that can effectively and easily reinforce the entrance/exit opening 21 formed in the outer panel 2 of the side structure GK.

Furthermore, in this railway vehicle 10, as shown in Figures 2 to 5, it is preferable that the longitudinal end 511 of the vertical inner plate frame member 51 is joined to the horizontal frame member 31 to which the horizontal inner plate frame member 52 is joined. Here, at the longitudinal end 511 of the vertical inner plate frame member 51, the main body portion 51a of the vertical inner plate frame member 51 extends to a position adjacent to the main body portion 52a of the horizontal inner plate frame member 52, and the extended main body portion 51a of the vertical inner plate frame member 51 is joined to the interior hat-shaped top portion 3a of the horizontal frame member 31 to which the main body portion 52a of the horizontal inner plate frame member 52 is joined. Note that the leg portion 51b and flange portion 51c of the vertical inner plate frame member 51 are appropriately cut out in a shape that does not interfere with the leg portion 52b and flange portion 52c of the horizontal inner plate frame member 52.

In this case, the vertical inner plate frame member 51 and the horizontal inner plate frame member 52 can be connected to each other by the same horizontal rib member 31. Therefore, the overall rigidity of the entrance/exit frame member 4 that reinforces the entrance/exit opening 21 of the outer plate 2 can be further increased. Furthermore, there is no need to directly join the vertical inner plate frame member 51 and the horizontal inner plate frame member 52, thus avoiding thermal deformation caused by welding or other methods. Also, the longitudinal end 511 of the vertical inner plate frame member 51 and the longitudinal end 521 of the horizontal inner plate frame member 52 can be joined to the same horizontal rib member 31 at adjacent positions near the corner 21S of the entrance/exit opening 21 of the outer plate 2. Therefore, the rigidity of the entrance/exit frame member 4 at the corner 21S of the entrance/exit opening 21 of the outer plate 2 can be further increased. As a result, the entrance/exit opening 21 formed in the outer plate 2 of the side structure GK can be reinforced more effectively.

Furthermore, in this railway vehicle 10, as shown in Figures 2 to 5, the entrance/exit frame member 4 comprises a vertical entrance/exit frame portion 41 extending in the vertical direction of the vehicle body, a horizontal entrance/exit frame portion 42 extending in the longitudinal direction of the vehicle body, and a corner metal portion 43 formed along the corner portion 21S of the entrance/exit opening 21 and butt-joined to the longitudinal end 41S of the vertical entrance/exit frame portion 41 and the longitudinal end 42S of the horizontal entrance/exit frame portion 42. Preferably, the corner metal portion 43 is joined to the vertical inner plate frame member 51 along the vertical direction of the vehicle body, joined to the horizontal inner plate frame member 52 along the longitudinal direction of the vehicle body, and joined to the outer plate 2 along the periphery of the corner portion 21S of the entrance/exit opening 21.

Furthermore, the main body portion 411 (4a) of the vertical entrance frame portion 41 is joined to the flange portion 51c of the vertical inner plate frame member 51, the main body portion 421 (4a) of the horizontal entrance frame portion 42 is joined to the flange portion 52c of the horizontal inner plate frame member 52, and the main body portion 431 (4a) of the corner bracket portion 43 is joined to both the flange portion 51c of the vertical inner plate frame member 51 and the flange portion 52c of the horizontal inner plate frame member 52.

In this case, the entrance/exit frame member 4 comprises a vertical entrance/exit frame section 41 extending in the vertical direction of the vehicle body, a horizontal entrance/exit frame section 42 extending in the front-rear direction of the vehicle body, and a corner metal section 43 formed along the corner 21S of the entrance/exit opening 21 and butt-joined to the longitudinal end 41S of the vertical entrance/exit frame section 41 and the longitudinal end 42S of the horizontal entrance/exit frame section 42. Therefore, the vertical entrance/exit frame section 41, the horizontal entrance/exit frame section 42, and the corner metal section 43 can be easily manufactured by bending flat plates that have been unfolded and punched (the corner metal section 43 is bent using a press die).

Furthermore, since the corner bracket portion 43 is joined to the vertical inner panel frame member 51 along the vertical direction of the vehicle body, joined to the horizontal inner panel frame member 52 along the longitudinal direction of the vehicle body, and joined to the outer panel 2 along the periphery of the corner portion 21S of the entrance/exit opening 21, the corner bracket portion 43 of the entrance/exit frame member 4 can be joined to the outer panel 2, and the corner bracket portion 43 can also be connected to the horizontal frame members 3 (31, 32) via the vertical inner panel frame member 51 and the horizontal inner panel frame member 52. Therefore, the rigidity of the corner bracket portion 43 joined to the outer panel 2 can be further improved, allowing for more effective reinforcement of the outer panel 2 around the entrance/exit opening 21, where the weight of the vehicle body 1 and the load of passengers act as concentrated stresses.

Furthermore, in this railway vehicle 10, as shown in Figures 2 and 3, it is preferable that a first joint Y1, which joins the vertical entrance frame portion 41, the vertical inner plate frame member 51, and the outer plate 2 along the vertical direction of the vehicle body, and a second joint Y2, which joins the vertical entrance frame portion 41 and the vertical inner plate frame member 51, are formed at different positions in the longitudinal direction of the vehicle body, with the first joint Y1 being formed closer to the periphery of the entrance opening 21 than the second joint Y2. In this case, since the first joint Y1, which connects the vertical entrance frame section 41, the vertical inner panel frame member 51, and the outer panel 2 along the vertical direction of the vehicle body, and the second joint Y2, which connects the vertical entrance frame section 41 and the vertical inner panel frame member 51, are formed at different positions in the longitudinal direction of the vehicle body, the vertical inner panel frame member 51, which is double-joined to the vertical entrance frame section 41 in the vertical direction of the vehicle body to increase rigidity, can connect the vertically spaced horizontal frame members 3 (32, 33). Therefore, the rigidity in the vertical direction of the vehicle body at the entrance opening 21 of the outer panel 2 can be increased, further improving the resistance to the vehicle body's own weight and passenger loads.

Furthermore, since the first joint Y1 is formed closer to the periphery of the entrance/exit opening 21 than the second joint Y2, the rigidity of the outer panel 2 near the periphery of the entrance/exit opening 21 is further improved, allowing for more effective reinforcement of the outer panel 2 at the periphery of the entrance/exit opening 21, where the weight of the vehicle body 1 and the load of passengers act as concentrated stresses. Here, the first joint Y1 and the second joint Y2 are formed by spot welding at predetermined intervals along the dashed lines shown in Figure 2.

Furthermore, if the width of the vertical entrance frame portion 41 is narrow, the first joint portion Y1, which joins the vertical entrance frame portion 41, the vertical inner plate frame member 51, and the outer plate 2 along the vertical direction of the vehicle body, and the second joint portion Y2, which joins the vertical entrance frame portion 41 and the vertical inner plate frame member 51, may be formed at different positions on the same straight line in the vertical direction of the vehicle body. Furthermore, in this case, because the width of the side entrance frame portion 42 is narrow, the first joint Y1, which joins the side entrance frame portion 42, the side inner panel frame member 52, and the outer panel 2 along the longitudinal direction of the vehicle body, and the second joint Y2, which joins the side entrance frame portion 42 and the side inner panel frame member 52 along the longitudinal direction of the vehicle body, are formed at different positions on the same straight line in the longitudinal direction of the vehicle body, as shown by the dashed line in Figure 2. However, if the width of the side entrance frame portion 42 is wide, the first joint Y1, which joins the side entrance frame portion 42, the side inner panel frame member 52, and the outer panel 2 along the longitudinal direction of the vehicle body, and the second joint Y2, which joins the side entrance frame portion 42 and the side inner panel frame member 52 along the longitudinal direction of the vehicle body, may be formed at different positions in the vertical direction of the vehicle body at a predetermined interval.

Furthermore, the first joint Y1 can be formed, for example, by spot welding from the inside of the vehicle, and the second joint Y2 can be formed, for example, by spot welding, plug welding, or laser welding from the inside of the vehicle. Also, the fourth joint Y4, which joins the corner bracket 43 and the outer plate 2, can be formed, for example, by spot welding.

<Manufacturing method for this railway vehicle>
Next, the manufacturing method of this railway vehicle will be explained using Figures 2 to 8. Figure 6 is an explanatory diagram for manufacturing the entrance/exit frame unit shown in Figure 2, where (A) shows the manufacturing diagram of the entrance/exit frame member and (B) shows the manufacturing diagram of the entrance/exit frame unit. Figure 7 is an explanatory diagram for joining the outer plate/frame member unit, which is formed by joining the outer plate and horizontal frame members, to the entrance/exit frame unit shown in Figure 6. Figure 8 is a flowchart showing the steps for manufacturing the railway vehicle shown in Figure 2.

The manufacturing method for this railway vehicle, as shown in Figures 2 to 8, comprises: a first step S1 in which a vertical entrance frame portion 41, a horizontal entrance frame portion 42, and a corner bracket portion 43 are butt-joined to form an entrance frame member 4; a second step S2 in which a vertical inner plate frame member 51 and a horizontal inner plate frame member 52 are joined or temporarily fastened to the inner surface side of the entrance frame member 4 to form an entrance frame unit 7; a third step S3 in which a horizontal bone member 3 is directly joined to the inner surface side of the outer plate 2 or joined via a shear plate 6 to form an outer plate/bone member unit 8; and a fourth step S4 in which the entrance frame unit 7 and the outer plate/bone member unit 8 are joined to form a side structure GK.

Specifically, the process includes a first step S1 in which the vertical entrance frame section 41, the horizontal entrance frame section 42, and the corner bracket section 43 are butt-joined to form the entrance frame member 4. Here, the entrance frame member 4 is formed along the periphery of the entrance opening 21 of the outer panel 2. Furthermore, since the vertical entrance frame section 41, the horizontal entrance frame section 42, and the corner bracket section 43 each have L-shaped cross-sections (main body sections 411, 421, 431 and reinforcing flange sections 412, 422, 432), they can be easily manufactured by bending a flat plate after unfolding (the corner bracket section 43 is bent using a press die).

Furthermore, the system includes a second step S2 in which the vertical inner plate frame member 51 and the horizontal inner plate frame member 52 are joined or temporarily fixed to the inner surface side of the entrance/exit frame member 4 to form the entrance/exit frame unit 7. Therefore, by joining or temporarily fixing the vertical inner plate frame member 51 and the horizontal inner plate frame member 52 to the entrance/exit frame member 4, the rigidity of the entrance/exit frame unit 7 is increased, allowing for precise assembly to the outer panel 2. Also, since the vertical inner plate frame member 51 and the horizontal inner plate frame member 52 are not directly welded, deformation and distortion of the entrance/exit frame member 4 caused by welding the vertical inner plate frame member 51 and the horizontal inner plate frame member 52 can be avoided. As a result, by joining the vertical inner plate frame member 51 and the horizontal inner plate frame member 52 to the inner surface side of the entrance/exit frame member 4, an inexpensive entrance/exit frame unit 7 with increased precision and rigidity can be easily manufactured.

Furthermore, the system includes a third step S3 in which the transverse frame member 3 is directly joined to the inner surface side of the outer panel 2, or joined via the shear plate 6, to form the outer panel/frame member unit 8. Therefore, the outer panel 2 and the transverse frame member 3, or the outer panel 2, the shear plate 6, and the transverse frame member 3, can be easily joined in advance, for example, by laser welding continuously in the longitudinal direction of the vehicle body, without being obstructed by other members (such as the entrance/exit frame member 4, the vertical inner panel frame member 51, the horizontal inner panel frame member 52, etc.). Additionally, by directly joining the transverse frame member 3 to the inner surface side of the outer panel 2, or joining via the shear plate 6, an outer panel/frame member unit 8 with increased rigidity can be pre-formed.

Furthermore, the system includes a fourth step S4 in which the entrance/exit frame unit 7 and the outer panel/frame member unit 8 are joined to form the side structure GK. Therefore, the entrance/exit frame unit 7 and the outer panel/frame member unit 8, which have increased rigidity relative to each other, are joined to allow for precise assembly of the side structure GK. The entrance/exit frame member 4, the vertical inner panel frame member 51, the horizontal inner panel frame member 52, and the horizontal frame member 3 work together to effectively reinforce the entrance/exit opening 21 formed in the outer panel 2 of the side structure GK, where the weight of the vehicle body 1 and the load of passengers act as concentrated stresses on the outer panel 2 around the entrance/exit opening 21. Note that if the vertical inner panel frame member 51 and the horizontal inner panel frame member 52 are temporarily fixed to the inner surface side of the entrance/exit frame member 4 in the second step S2, the temporarily fixed points are formally joined in the fourth step S4.

Therefore, this railway vehicle manufacturing method provides a method for manufacturing a railway vehicle 10 that can effectively and easily reinforce the entrance/exit opening 21 formed in the outer plate 2 of the side structure GK.

Furthermore, in the manufacturing method of this railway vehicle, as shown in Figures 2 to 8, in the fourth step S4, it is preferable that the third joint Y3, which joins the vertical inner plate frame member 51 and the horizontal inner plate frame member 52 to the horizontal frame member 3, is formed by plug welding or ring welding, and the first joint Y1, which joins the entrance/exit frame member 4 and the vertical inner plate frame member 51 or the horizontal inner plate frame member 52 to the outer plate 2, is formed by spot welding.

In this case, the third joint Y3, which joins the vertical inner plate frame member 51 and the horizontal inner plate frame member 52 to the horizontal frame member 3, is formed by plug welding or ring welding. This allows the welding work between the vertical inner plate frame member 51 and the horizontal inner plate frame member 52 to the horizontal frame member 3 to be easily performed from the inside of the vehicle without being obstructed by the outer plate 2, and also ensures the necessary welding strength by appropriately setting the hole diameter of the third joint Y3 formed by plug welding or ring welding. Plug welding means covering a hole formed in the main body portion 51a of the vertical inner plate frame member 51 or the main body portion 52a of the horizontal inner plate frame member 52 with welding material and welding it to the top of the hat portion 3a on the inside of the vehicle of the horizontal frame member 3, while ring welding means supplying welding material along the periphery of a hole formed in the main body portion 51a of the vertical inner plate frame member 51 or the main body portion 52a of the horizontal inner plate frame member 52 and performing fillet welding to the top of the hat portion 3a on the inside of the vehicle of the horizontal frame member 3. Furthermore, since the first joint Y1, which connects the entrance/exit frame member 4 and the vertical inner plate frame member 51 or horizontal inner plate frame member 52 to the outer plate 2, is formed by spot welding, the outer plate 2, the entrance/exit frame member 4, and the vertical inner plate frame member 51 or horizontal inner plate frame member 52 are welded together in a three-layer configuration, ensuring the necessary welding strength to the outer plate 2. Therefore, robust reinforcement of the outer plate 2 around the entrance/exit opening 21 is possible.

<Different example>
Although the railway vehicle 10 and its manufacturing method according to this embodiment have been described in detail above, the present invention is not limited thereto, and various modifications are possible without departing from its spirit. For example, according to this embodiment, the longitudinal end 511 of the vertical inner plate frame member 51 is joined to the horizontal bone member 31 to which the horizontal inner plate frame member 52 is joined, but the invention is not necessarily limited thereto.

For example, as shown in Figures 9 and 10, the inner surface of the outer panel 2 is provided with a vertical frame member 34 (3B) with a hat-shaped cross-section extending in the vertical direction of the vehicle body. The longitudinal end 511B of the vertical inner panel frame member 51B and the longitudinal end 521B of the horizontal inner panel frame member 52B may be joined to the same vertical frame member 34.

Furthermore, the vertical frame member 34 is formed by dividing the horizontal frame member 31, to which the horizontal inner plate frame member 52B is joined, at a position overlapping with the longitudinal end 521B of the horizontal inner plate frame member 52B, and then positioning the vertical frame member 34 in the gap between the divided horizontal frame members 31, perpendicular to the horizontal frame member 31.

Here, the inner panel frame member 5B includes a vertical inner panel frame member 51B with a Z-shaped cross-section extending in the vertical direction of the vehicle body, and a horizontal inner panel frame member 52B with a Z-shaped cross-section extending in the longitudinal direction of the vehicle body. At the longitudinal end 511B of the vertical inner panel frame member 51B, the main body portion 51a of the vertical inner panel frame member 51B extends to a position adjacent to the main body portion 52a of the horizontal inner panel frame member 52B. The extended main body portion 51a of the vertical inner panel frame member 51B is joined to the interior hat-shaped top portion 3a of the vertical frame member 34 to which the main body portion 52a of the horizontal inner panel frame member 52B is joined. The leg portion 52b and flange portion 52c of the horizontal inner panel frame member 52B are appropriately cut out to avoid interference with the leg portion 51b and flange portion 51c of the vertical inner panel frame member 51B.

According to the modified railway vehicle 10B described above, the vertical inner plate frame member 51B and the horizontal inner plate frame member 52B can be connected to each other by the same vertical rib member 34. Therefore, the overall rigidity of the entrance/exit frame member 4 that reinforces the entrance/exit opening 21 of the outer plate 2 can be further increased. Furthermore, there is no need to directly join the vertical inner plate frame member 51B and the horizontal inner plate frame member 52B, thus avoiding thermal deformation caused by welding or other means to the vertical inner plate frame member 51B and the horizontal inner plate frame member 52B. Also, the longitudinal end 511B of the vertical inner plate frame member 51B and the longitudinal end 521B of the horizontal inner plate frame member 52B can be connected to the same vertical rib member 34 at adjacent positions. Therefore, the rigidity of the entrance/exit frame member 4 at the corner 21S of the entrance/exit opening 21 of the outer plate 2 can be further increased.

<Effects and Effects>
As described in detail above, according to the railway vehicles 10 and 10B of this embodiment, a hat-shaped cross-section transverse bone member 3 extending along the longitudinal direction of the vehicle body is directly joined to the inner side of the outer panel 2, or joined via a shear plate 6, and an L-shaped cross-section entrance/exit frame member 4 is joined along the periphery of the entrance/exit opening 21. Furthermore, the inner side of the entrance/exit frame member 4 is provided with a Z-shaped cross-section vertical inner panel frame member 51, 51B extending in the vertical direction of the vehicle body, and a Z-shaped cross-section transverse inner panel frame member 52, 52B extending in the longitudinal direction of the vehicle body. Since the entrance/exit frame member 4 is joined to the transverse bone member 3 via the vertical inner panel frame members 51, 51B and the transverse inner panel frame members 52, 52B, the entrance/exit frame member 4 can be effectively and easily reinforced against the entrance/exit opening 21 formed in the outer panel 2 of the side structure GK, where the weight of the vehicle body 1 and the load of passengers act as concentrated stresses.

In other words, by reinforcing the periphery of the entrance/exit opening 21 formed in the outer panel 2 of the side structure GK with the entrance/exit frame member 4, and by joining the entrance/exit frame member 4 to the transverse frame member 3 via the vertical inner panel frame members 51, 51B and the horizontal inner panel frame members 52, 52B, the rigidity of the entrance/exit frame member 4 that reinforces the periphery of the entrance/exit opening 21 of the outer panel 2 can be further increased. Therefore, the outer panel 2 around the entrance/exit opening 21, where the weight of the vehicle body 1 and the load of passengers act as concentrated stresses, can be effectively reinforced by the coordinated action of the entrance/exit frame member 4, the vertical inner panel frame members 51, 51B, the horizontal inner panel frame members 52, 52B, and the transverse frame member 3.

Furthermore, since the vertical inner plate frame members 51, 51B and the horizontal inner plate frame members 52, 52B are members that extend in the vertical or longitudinal direction of the vehicle body and are formed in a Z-shaped cross-section, they can be manufactured by simple bending processes, eliminating the need for dedicated deep drawing dies. Therefore, the vertical inner plate frame members 51, 51B and the horizontal inner plate frame members 52, 52B can be easily manufactured, reducing production costs. Also, since the vertical inner plate frame members 51, 51B and the horizontal inner plate frame members 52, 52B are joined to the horizontal frame member 3, respectively, there is no need to join the longitudinal ends 511, 511B of the vertical inner plate frame members 51, 51B and the longitudinal ends 521, 521B of the horizontal inner plate frame members 52, 52B by arc welding or the like, thus avoiding the effort required to correct distortion due to thermal deformation.

Therefore, according to this embodiment, it is possible to provide railway vehicles 10 and 10B that can effectively and easily reinforce the entrance/exit opening 21 formed in the outer plate 2 of the side structure GK.

Furthermore, according to this embodiment, the longitudinal end 511 of the vertical inner plate frame member 51 is joined to the horizontal rib member 31 to which the horizontal inner plate frame member 52 is joined, so that the vertical inner plate frame member 51 and the horizontal inner plate frame member 52 can be connected to each other by the same horizontal rib member 31. Therefore, the rigidity of the entire entrance frame member 4 that reinforces the entrance opening 21 of the outer plate 2 can be further increased while avoiding thermal deformation caused by directly joining the vertical inner plate frame member 51 and the horizontal inner plate frame member 52. In addition, the longitudinal end 511 of the vertical inner plate frame member 51 and the longitudinal end 521 of the horizontal inner plate frame member 52 can be joined to the same horizontal rib member 31 at adjacent positions near the corner 21S of the entrance opening 21 of the outer plate 2. Therefore, the rigidity of the entrance frame member 4 at the corner 21S of the entrance opening 21 of the outer plate 2 can be further increased. As a result, the entrance/exit opening 21 formed in the outer plate 2 of the side structure GK can be reinforced more effectively.

Furthermore, according to this embodiment, the inner surface of the outer panel 2 is provided with a vertical rib member 34 (3B) with a hat-shaped cross-section extending in the vertical direction of the vehicle body. Since the longitudinal end 511B of the vertical inner panel frame member 51B and the longitudinal end 521B of the horizontal inner panel frame member 52B are joined to the same vertical rib member 34, the vertical inner panel frame member 51B and the horizontal inner panel frame member 52B can be connected to each other by the same vertical rib member 34. Therefore, the overall rigidity of the entrance/exit frame member 4 that reinforces the entrance/exit opening 21 of the outer panel 2 can be further increased while avoiding thermal deformation caused by directly joining the vertical inner panel frame member 51B and the horizontal inner panel frame member 52B. In addition, the longitudinal end 511B of the vertical inner panel frame member 51B and the longitudinal end 521B of the horizontal inner panel frame member 52B can be connected to the same vertical rib member 34 at adjacent positions. Therefore, the rigidity of the entrance/exit frame member 4 at the corner 21S of the entrance/exit opening 21 of the outer panel 2 can be further increased. As a result, the entrance/exit opening 21 formed in the outer panel 2 of the side structure GK can be reinforced more effectively.

Furthermore, according to this embodiment, the entrance/exit frame member 4 comprises a vertical entrance/exit frame portion 41 extending in the vertical direction of the vehicle body, a horizontal entrance/exit frame portion 42 extending in the front-rear direction of the vehicle body, and a corner metal portion 43 formed at the corner 21S of the entrance/exit opening 21 and butt-joined to the longitudinal end 41S of the vertical entrance/exit frame portion 41 and the longitudinal end 42S of the horizontal entrance/exit frame portion 42. Therefore, the vertical entrance/exit frame portion 41, the horizontal entrance/exit frame portion 42, and the corner metal portion 43 can be easily manufactured by bending flat plates that have been unfolded and punched out.

Furthermore, since the corner bracket portion 43 is joined to the vertical inner panel frame members 51 and 51B along the vertical direction of the vehicle body, joined to the horizontal inner panel frame members 52 and 52B along the longitudinal direction of the vehicle body, and joined to the outer panel 2 along the periphery of the corner portion 21S of the entrance/exit opening 21, the corner bracket portion 43 of the entrance/exit frame member 4 is joined to the outer panel 2, and the corner bracket portion 43 can be connected to the horizontal frame members 3 (31, 32) via the vertical inner panel frame members 51 and 51B and the horizontal inner panel frame members 52 and 52B. Therefore, the rigidity of the corner bracket portion 43 joined to the outer panel 2 can be further improved, allowing for more effective reinforcement of the outer panel 2 around the entrance/exit opening 21, where the weight of the vehicle body 1 and the load of passengers act as concentrated stresses.

Furthermore, according to this embodiment, since the first joint Y1, which joins the vertical entrance frame section 41, the vertical inner panel frame members 51, 51B, and the outer panel 2 along the vertical direction of the vehicle body, and the second joint Y2, which joins the vertical entrance frame section 41 and the vertical inner panel frame members 51, 51B, are formed at different positions in the longitudinal direction of the vehicle body, the vertical inner panel frame members 51, which are double-joined to the vertical entrance frame section 41 in the vertical direction of the vehicle body to increase rigidity, can connect the vertically spaced horizontal frame members 3 (32, 33). Therefore, the rigidity in the vertical direction of the vehicle body at the entrance opening 21 of the outer panel 2 can be increased, further improving the resistance to the vehicle body's own weight and passenger loads.

Furthermore, since the first joint Y1 is formed closer to the periphery of the entrance/exit opening 21 than the second joint Y2, the rigidity of the outer panel 2 near the periphery of the entrance/exit opening 21 can be further improved, allowing for more effective reinforcement of the outer panel 2 at the periphery of the entrance/exit opening 21, where the weight of the vehicle body 1 and the load of passengers act as concentrated stresses.

Furthermore, according to the manufacturing method of the railway vehicle according to this other embodiment, the method includes a first step S1 of butt-joining the vertical entrance frame portion 41, the horizontal entrance frame portion 42, and the corner metal portion 43 to form the entrance frame member 4; a second step S2 of joining the vertical inner plate frame members 51, 51B and the horizontal inner plate frame members 52, 52B to the inner surface side of the entrance frame member 4 to form the entrance frame units 7, 7B; a third step S3 of directly joining the horizontal bone member 3 to the inner surface side of the outer plate 2 or joining it via the shear plate 6 to form the outer plate/bone member unit 8; and a fourth step S4 of joining the entrance frame units 7, 7B and the outer plate/bone member unit 8 to form the side structure GK. Therefore, it is possible to form railway vehicles 10, 10B that can effectively and easily reinforce the entrance opening 21 formed in the outer plate 2 of the side structure GK.

In other words, since it includes a first step S1 in which the vertical entrance frame portion 41, the horizontal entrance frame portion 42, and the corner bracket portion 43 are butted together to form the entrance frame member 4, the vertical entrance frame portion 41, the horizontal entrance frame portion 42, and the corner bracket portion 43 can be easily manufactured by bending flat plates that have been unfolded and punched out.

Furthermore, since the system includes a second step S2 in which the vertical inner plate frame members 51, 51B and the horizontal inner plate frame members 52, 52B are joined or temporarily fixed to the inner surface side of the entrance/exit frame member 4 to form the entrance/exit frame units 7, 7B, joining or temporarily fixing the vertical inner plate frame members 51, 51B and the horizontal inner plate frame members 52, 52B to the entrance/exit frame member 4 increases the rigidity of the entrance/exit frame units 7, 7B, allowing for accurate assembly to the outer plate 2. In addition, since the vertical inner plate frame members 51, 51B and the horizontal inner plate frame members 52, 52B are not directly welded, deformation and distortion of the entrance/exit frame member 4 that would occur due to welding of the vertical inner plate frame members 51, 51B and the horizontal inner plate frame members 52, 52B can be avoided. As a result, by joining the vertical inner panel frame members 51, 51B and the horizontal inner panel frame members 52, 52B to the inner surface side of the entrance/exit frame member 4 while they are separated from each other, it is possible to easily manufacture inexpensive entrance/exit frame units 7, 7B with improved precision and rigidity.

Furthermore, since the system includes a third step S3 in which the transverse frame member 3 is directly joined to the inner surface side of the outer panel 2, or joined via the shear plate 6, to form the outer panel/frame member unit 8, the outer panel 2 and the transverse frame member 3, or the outer panel 2, the shear plate 6, and the transverse frame member 3, can be easily joined without being obstructed by other members (such as the entrance/exit frame member 4, the vertical inner panel frame members 51, 51B, and the horizontal inner panel frame members 52, 52B).

Furthermore, since the system includes a fourth step S4 in which the entrance/exit frame units 7 and 7B are joined to the outer panel/frame member unit 8 to form the side structure GK, the outer panel 2 around the entrance/exit opening 21, where the weight of the vehicle body 1 and the load of passengers act as concentrated stresses, can be effectively reinforced by the mutual cooperation of the entrance/exit frame member 4, the vertical inner panel frame members 51 and 51B, the horizontal inner panel frame members 52 and 52B, and the horizontal frame member 3. Also, because the entrance/exit frame units 7 and 7B and the outer panel/frame member unit 8 can be joined in a state where their rigidity is increased, the side structure GK can be assembled easily and with high precision.

Therefore, it is possible to provide a method for manufacturing railway vehicles 10 and 10B that can effectively and easily reinforce the entrance/exit opening 21 formed in the outer plate 2 of the side structure GK.

Furthermore, according to this other embodiment, the third joint Y3, which joins the vertical inner plate frame members 51, 51B and the horizontal inner plate frame members 52, 52B to the horizontal frame member 3, is formed by plug welding or ring welding. This allows welding of the vertical inner plate frame members 51, 51B and the horizontal inner plate frame members 52, 52B to the horizontal frame member 3 to be easily performed from the inside of the vehicle without being obstructed by the outer plate 2, and the necessary welding strength can be ensured by appropriately setting the hole diameter of the third joint Y3 formed by plug welding or ring welding. In addition, the first joint Y1, which joins the entrance/exit frame member 4 and the vertical inner plate frame members 51, 51B or horizontal inner plate frame members 52, 52B to the outer plate 2, is formed by spot welding. This allows welding of the outer plate 2, the entrance/exit frame member 4, and the vertical inner plate frame members 51, 51B or horizontal inner plate frame members 52, 52B in three layers to ensure the necessary welding strength to the outer plate 2. Therefore, strong reinforcement can be achieved around the periphery of the entrance/exit opening 21 of the outer panel 2.

This invention can be used as a railway vehicle having an entrance/exit opening formed in the outer panel of the side structure, and as a method for manufacturing the same.

1 Body 2 Outer panel 3, 31, 32, 33 Transverse frame members 3B, 34 Vertical frame members 4 Entrance/exit frame members 5, 5B Inner panel frame members 6, 61, 62, 63 Shear plate 7, 7B Entrance/exit frame unit 8 Outer panel/frame member unit 10, 10B, Railway vehicle 11 Bogie 21 Entrance/exit opening 21S Corner 41 Vertical entrance/exit frame section 41S, 42S Longitudinal end 42 Transverse entrance/exit frame section 43 Corner metal section 51, 51B Vertical inner panel frame members 52, 52B Transverse inner panel frame members 511, 511B Longitudinal end 521, 521B Longitudinal end GK Side structure RL Rail S1 First step S2 Second step S3 Third step S4 Fourth step Y1 1st joint Y3 3rd joint

Claims (7)

A railway vehicle comprising a body supported by a pair of front and rear bogies that run on rails, wherein multiple entrance and exit openings for passengers to get on and off are formed in the outer panel of the side structure constituting the body in the front-rear direction of the vehicle,
On the inner surface side of the outer panel, a hat-shaped cross-section transverse member extending along the longitudinal direction of the vehicle body is directly joined or joined via a shear plate, and an L-shaped cross-section entrance frame member is joined along the periphery of the entrance opening.
The interior side of the aforementioned entrance/exit frame member is provided with a vertical inner plate frame member having a Z-shaped cross-section that extends in the vertical direction of the vehicle body, and a horizontal inner plate frame member having a Z-shaped cross-section that extends in the front-rear direction of the vehicle body.
A railway vehicle characterized in that the entrance/exit frame member is joined to the transverse frame member via the vertical inner plate frame member and the horizontal inner plate frame member. In the railway vehicle described in claim 1,
A railway vehicle characterized in that the longitudinal end of the vertical inner plate frame member is joined to the transverse rib member to which the horizontal inner plate frame member is joined. In the railway vehicle described in claim 1,
The outer panel is provided with a vertical frame member having a hat-shaped cross-section that extends in the vertical direction of the vehicle body, on the inner side of the outer panel.
A railway vehicle characterized in that the longitudinal end of the vertical inner plate frame member and the longitudinal end of the horizontal inner plate frame member are joined to the same vertical frame member. In the railway vehicle described in claim 2 or claim 3,
The entrance/exit frame member comprises a vertical entrance/exit frame portion extending in the vertical direction of the vehicle body, a horizontal entrance/exit frame portion extending in the front-rear direction of the vehicle body, and a corner metal portion formed at the corner of the entrance/exit opening and butted together with the longitudinal end of the vertical entrance/exit frame portion and the longitudinal end of the horizontal entrance/exit frame portion.
A railway vehicle characterized in that the corner metal portion is joined to the vertical inner plate frame member along the vertical direction of the vehicle body, joined to the horizontal inner plate frame member along the longitudinal direction of the vehicle body, and joined to the outer plate along the periphery of the corner of the entrance opening. In the railway vehicle described in claim 4,
A railway vehicle characterized in that a first joint that joins the vertical entrance frame portion, the vertical inner plate frame member, and the outer plate along the vertical direction of the vehicle body, and a second joint that joins the vertical entrance frame portion and the vertical inner plate frame member are formed at different positions in the front-rear direction of the vehicle body, and the first joint is formed closer to the periphery of the entrance opening than the second joint. A method for manufacturing a railway vehicle according to claim 4,
The first step is to butt-join the vertical entrance frame portion, the horizontal entrance frame portion, and the corner bracket portion to form the entrance frame member,
The second step is to join or temporarily fasten the vertical inner panel frame member and the horizontal inner panel frame member to the inner surface side of the entrance/exit frame member to form an entrance/exit frame unit.
A third step involves directly joining the transverse frame member to the inner surface side of the outer panel or joining it via the shear plate to form an outer panel/frame member unit.
A method for manufacturing a railway vehicle, comprising a fourth step of joining the entrance/exit frame unit and the outer plate/frame member unit to form a side structure. In the method for manufacturing a railway vehicle described in claim 6,
The method for manufacturing a railway vehicle, characterized in that, in the fourth step, the third joint for joining the vertical inner plate frame member and the horizontal inner plate frame member to the horizontal frame member is formed by plug welding or ring welding, and the first joint for joining the entrance/exit frame member and the vertical inner plate frame member or the horizontal inner plate frame member to the outer plate is formed by spot welding.