JP2014054949A - Railway vehicle body - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a railway vehicle body which effectively improves rigidity of the vehicle body against cross-sectional deformation by a simple and small scale constitution.SOLUTION: A railway vehicle body comprises: an underframe 110 which constitutes a cabin floor part 111; a side framing 120 which extends from a side end part of the underframe to a higher position; a bench 210 which is provided to protrude from a surface part of the side framing in the side of the cabin, and disposed along a vehicle longitudinal direction ; and a wing partition 220 which is provided at an end part of the bench in the vehicle longitudinal direction. The railway vehicle body includes a wing partition floor part connection member 300 which is provided to connect an inner end part of the wing partition in a vehicle width direction with the cabin floor part.

Description

  The present invention relates to a railway vehicle body, and more particularly to a vehicle that effectively improves the rigidity against cross-sectional deformation of the vehicle body with a simple and small-scale configuration.

For example, the body of a railway passenger car such as a train is a box-like structure generally configured as a hexahedron having a floor structure, a side structure, a wife structure, and a roof structure.
In addition, the vehicle body for a railway vehicle is required to ensure rigidity in order to reduce the weight and improve the ride comfort and the collision safety by suppressing vibration.

Conventionally, in order to improve safety against level crossing accidents and derailment collision accidents, for the purpose of improving the strength against the load acting on the side structure from the side of the vehicle body, the lateral beam of the floor structure, the side column of the side structure, and There is known a railway vehicle in which reinforcing frame portions in which rafters of a roof structure are arranged in the same cross section are arranged at a plurality of locations in a vehicle longitudinal direction of a vehicle body (see, for example, Patent Document 1).
It is also known to provide a connecting member at the corner portion between the frame and the side structure and at the corner portion between the side structure and the roof structure in order to eliminate the lack of strength against the lateral load of the vehicle body and to ensure passenger safety. (For example, refer to Patent Document 2).

JP 2007-62440 A JP 2007-161084 A

However, in the technique described in Patent Document 1, there are many restrictions on basic design such as arrangement of structural members in each structure such as a roof structure, a side structure, and a floor structure of the vehicle body, and the design freedom of the vehicle is reduced. . In addition, it is extremely difficult to apply to existing vehicles.
Moreover, when it is set as the structure directly connected between a side structure and a base frame with a connection member like the technique described in patent document 2, a truss-like structure body is provided by a side structure, a base frame, and a connection member. Can be formed. However, the effect of improving the rigidity by such a truss-like structure is limited to a relatively small range of the corner portion of the structure, and the effect of improving the rigidity of the vehicle body is also limited.

On the other hand, efforts have been made to reduce elastic vibration in the vertical direction of the vehicle body (hereinafter referred to as vehicle body elastic vibration) against the background of weight reduction of railway vehicles and the accompanying changes in vehicle body structure. The elastic vibration of the vehicle body is often regarded as a primary bending vibration of a uniform elastic beam since ancient times, but according to the detailed vibration measurement results of the present inventors so far, the vehicle body is actually a three-dimensional structure. It has been found that it exhibits a complex vibration shape as an object.
The characteristics of the vibration characteristics (shape) differ depending on the vehicle body structure (aluminum alloy, stainless steel, etc., and differences in the manufacturing method), but (1) the so-called “primary bending” described above when focusing on the vehicle floor. As for the mode indicating the shape close to “,” and (2) the shape that deforms into a “rhombus” with shearing on the cross section of the vehicle body, there are many examples of experience that affect riding comfort in any vehicle type.

In addition, most of the conventional vehicle body elastic vibration reduction methods mainly focus on (1) among the above, but depending on the vehicle type, track conditions, and boarding position, the contribution to the riding comfort of (2) is high. In some cases, it is necessary to consider measures that take this into account.
In view of the above-described problems, an object of the present invention is to provide a railway vehicle body that effectively improves the rigidity against cross-sectional deformation of the vehicle body with a simple and small-scale configuration.

In order to solve the above-described problem, a vehicle body for a railway vehicle according to the present invention includes a base frame provided with a passenger compartment floor, a side structure extending upward from a side end of the base frame, and a vehicle having the side structure. A railway vehicle body comprising a stool protruding from a surface portion on the indoor side and a sleeve partition provided at an end of the seat, wherein the sleeve partition connects the sleeve partition and the vehicle compartment floor. A floor connecting member is provided.
According to this, a structure configured by sequentially connecting the floor portion, the side structure, the sleeve partition, and the sleeve partition floor portion connecting member is formed, and the relative angular displacement between the frame including the floor portion and the side structure is strong. Therefore, it is possible to improve the ride comfort by suppressing the elastic deformation by improving the rigidity against the cross-sectional deformation of the vehicle body.
In addition, in the case of a vehicle having a sleeve partition, such an effect can be obtained only by providing a sleeve partition floor portion connecting member that connects the lower portion and the floor portion. It can be applied by design change or mass increase.
Furthermore, by using a relatively large interior part such as a sleeve divider as a member for improving the rigidity of the vehicle body, for example, compared to a structure in which a connecting member is provided only at the corner portion of the structure, for example, as described above, The relative angle change can be suppressed in a wider range of the structure, and a higher rigidity improvement effect can be obtained.

In this invention, the said sleeve partition floor part connection member can be set as the structure which has a damping means which attenuates the relative vibration between the edge part on the said sleeve partition side, and the edge part on the said floor part side.
According to this, the above-described effect can be further enhanced by the damping means that attenuates the vibration accompanied by the relative angle change between the side structure and the frame.
In the present invention, the sleeve partition floor portion connecting member includes a first member fixed to the sleeve partition, a second member fixed to the floor portion, the first member, and the second member. And a viscoelastic body provided between the two members.
According to this, the above-described effect can be obtained with a simple configuration.

In this invention, it can be set as the structure provided with the seat floor part connection member which connects the said seat and the said vehicle interior floor part.
Further, another railcar body according to the present invention includes a frame provided with a cabin floor, a side frame extending upward from a side edge of the frame, and a vehicle interior side surface portion of the side frame. A vehicle body for a railway vehicle including a stool that protrudes from the stool and includes a stool floor connecting member that connects the stool and the passenger compartment floor.
According to this, a structure configured by sequentially connecting the floor, the side structure, the stool, and the stool floor connecting member is formed, and the relative angular displacement between the frame including the floor and the side structure is firmly restrained. In addition, it is possible to improve the ride comfort by suppressing the elastic deformation by improving the rigidity against the cross-sectional deformation of the vehicle body.
In addition, in the case of a vehicle having a seat, since such an effect can be obtained only by providing a seat floor connecting member that connects the lower part and the floor, a small-scale design change can be made even for an existing vehicle. Or by increasing the mass.
Further, by using a relatively large interior part such as a seat as a member for improving the rigidity of the vehicle body, for example, compared to a structure in which a connecting member is provided only at a corner portion of the structure as in the prior art described above, for example, The change in the relative angle can be suppressed in a wider range, and a higher rigidity improvement effect can be obtained.
In the present invention, the seat floor connecting member may include a damping unit that attenuates relative vibration between the seat-side end and the floor-side end.
According to this, it is possible to improve the riding comfort by attenuating means that attenuates the vibration accompanied by the relative angle change between the side structure and the frame.
In the present invention, the seat floor connecting member includes a first member fixed to the seat, a second member fixed to the floor, the first member, and the second member. And a viscoelastic body provided between the two.
According to this, the above-described effect can be obtained with a simple configuration.

In this invention, it can be set as the structure provided with the side structure floor part connection member which connects the area | region below the said seat in the said side structure, and the said vehicle interior floor part.
According to this, it is possible to further improve the ride comfort by further improving the rigidity of the vehicle body and suppressing elastic vibration.
Another railcar body according to the present invention includes a side structure extending upward from a side end portion of the underframe and a seat provided so as to protrude from a surface portion on the vehicle interior side of the side structure. It is a vehicle body, and is provided with a side structure floor portion connecting member that connects a region below the seat in the side structure and the vehicle compartment floor portion.
According to this, the relative angular displacement between the side structure and the frame is restrained, and the rigidity against the cross-sectional deformation of the vehicle body can be improved and the elastic deformation can be suppressed.
In this invention, the said side structure floor part connection member can be set as the structure which has a damping means to attenuate the relative vibration between the edge part on the said side structure side, and the edge part on the said floor part side.
According to this, it is possible to improve the riding comfort by attenuating means that attenuates the vibration accompanied by the relative angle change between the side structure and the frame.
In the present invention, the side structure floor portion connecting member includes a first member fixed to the side structure, a second member fixed to the floor portion, the first member, and the second member. And a viscoelastic body provided between the two members.
According to this, the above-described effect can be obtained with a simple configuration.

  As described above, according to the present invention, it is possible to provide a railway vehicle body that effectively improves the rigidity against cross-sectional deformation of the vehicle body with a simple and small-scale configuration.

1 is a schematic plan view of a first embodiment of a railway vehicle body to which the present invention is applied. It is the II-II part arrow sectional drawing of FIG. It is a figure which shows the corner brace which connects a sleeve partition and a floor part, Comprising: Fig.3 (a) is a III-III part arrow sectional drawing of FIG. 1, FIG.3 (b) is b of FIG.3 (a). FIG. FIG. 4 is a sectional view taken along the line IV-IV in FIG. 1 and shows a corner brace that connects the side structure and the floor. It is a graph which shows the PSD frequency characteristic in the rail car body of a 1st embodiment and a comparative example. It is a figure which shows the corner brace which connects the sleeve partition and floor part in 2nd Embodiment of the vehicle body for railway vehicles to which this invention is applied. It is a figure which shows the variation of the AA part cross section of FIG. It is a figure which shows the corner brace which connects the sleeve partition and floor part in 3rd Embodiment of the vehicle body for railway vehicles to which this invention is applied. It is a figure which shows the corner brace which connects the sleeve partition and floor part in 4th Embodiment of the vehicle body for railway vehicles to which this invention is applied.

Hereinafter, embodiments of a railway vehicle body to which the present invention is applied will be described.
<First Embodiment>
First, the first embodiment will be described.
The vehicle body for a railway vehicle according to the first embodiment is a commuter train having a monocoque structure made of stainless steel, for example, and is a long seat vehicle having four doors per side.
FIG. 1 is a schematic plan view of a railway vehicle body according to the first embodiment.
2 is a cross-sectional view taken along the line II-II in FIG. 1 and is a cross-sectional view of the vehicle body as viewed from the front-rear direction of the vehicle.

The railway vehicle body 1 includes a structure 100 that constitutes a passenger compartment in which passengers are accommodated.
The structure 100 includes a frame 110, a side structure 120, a wife structure 130, a roof structure 140, and the like, and is substantially configured as a hexahedron.
The underframe 110 is a substantially flat portion that constitutes the lower surface of the structure 100.
The underframe 110 has a substantially rectangular shape in plan view and is disposed substantially horizontally.
A floor portion 111 of the passenger compartment is provided on the upper surface of the underframe 110.
A cart (not shown) provided with a wheel shaft 10 traveling on the track R is attached to a lower portion of the frame 110 so as to be rotatable (giving a bogie angle).

The side structure 120 is a part which comprises the side part of a vehicle.
The side structure 120 is formed to extend upward from the side end portion of the underframe 110.
The side structure 120 is configured to include a window opening (not shown) in addition to the door opening 121 and the door pocket portion 122.
The door opening 121 is an opening in which a door that is a double sliding door for passengers getting on and off is provided, and is provided at four locations on one side surface.
The door pocket portion 122 is a space portion in which a door provided in the door opening 121 is accommodated, and is provided in front of and behind the door opening 121, respectively.
On the vehicle interior side of the door pocket portion 122, a door pocket pillar 123 that is not a component of the side structure 120 is provided.
The door pocket pillar 123 is a member that is arranged in the vertical direction along the side structure 120 and connects the underframe 110 and the upper end portion of the side structure 120.

The wife structure 130 is a part that constitutes the front and rear end faces of the vehicle body.
The end structure 130 is formed to extend upward from the front and rear end portions of the frame 110.
The wife structure 130 is provided with a through passage or the like (not shown).
The side end portion of the end structure 130 is connected to the front and rear end portions of the side structure 120.

The roof structure 140 is a part constituting the roof of the passenger compartment.
The roof structure 140 is formed to be curved so as to protrude upward when viewed from the vehicle front-rear direction.
A side end portion of the roof structure 140 is connected to an upper end portion of the side structure 120.
The front and rear end portions of the roof structure 140 are connected to the upper end portion of the end structure 130.

On the side structure 120, a seat 210, a sleeve partition 220, a cargo rack 230, a stanchion pole 240, and the like are attached.
The stool 210 is a long seat on which an occupant sits along the vehicle longitudinal direction and faces the center in the vehicle width direction.
The stool 210 is seated on, for example, three people at the front and rear ends of the vehicle adjacent to the end structure 130, and is seated on the other portion (between the door openings 121), for example, seven people.
The seat surface of the stool 210 is formed so as to protrude in a cantilevered manner from the side structure 120 toward the vehicle interior side.

The sleeve partition 220 is provided at an end adjacent to the door opening 121 of the stool 210.
The sleeve partition 220 is a panel-like member extending substantially along the vertical direction and the vehicle width direction, and is formed to protrude from the side structure 120 toward the vehicle interior side.
The lower part of the sleeve partition 220 is arranged at an interval in the vertical direction with respect to the floor portion 111 of the side structure 110.

The luggage rack 230 is formed to protrude from the upper portion of a window portion (not shown) toward the vehicle interior side, and is a portion on which passengers carry baggage and the like.
The stanchion pole 240 is a handrail bar that connects a side end portion (end portion in the vehicle longitudinal direction) of the protruding end portion (end portion on the inner side in the vehicle width direction) of the cargo rack 230 and an end surface near the upper end portion of the sleeve partition 220. is there.

The roof structure 140 is provided with a lamp holder 250, a hanging bar 260, and the like.
The lamp receiver 250 is a bracket formed to protrude below the roof structure 140, and is a part to which a lamp or the like (not shown) is attached.
The lamp receiver 250 is provided with a pair spaced apart from each other on the left and right, and extends in the vehicle front-rear direction.
The suspension bar 260 is a pole on which a suspension gripped by a passenger is suspended, and is supported by a suspension bar receiver that protrudes downward from the lamp receiver 250.

In addition, the railway vehicle body of the first embodiment includes corner braces (connection members) 300 and 400 described below.
3 is a view showing a corner brace 300 that connects the sleeve partition and the floor portion. FIG. 3A is a cross-sectional view taken along the line III-III in FIG. 1, and FIG. It is a bb part arrow line view of (a) (it is the same also in FIG.6,8,9 mentioned later).

The corner brace 300 includes a main body part 310, a sleeve partition side fixing part 320, and a floor part side fixing part 330.
The main body 310 is a beam-shaped member having a hollow rectangular closed cross section, and extends substantially straight from the vicinity of the lower end of the sleeve partition 220 on the inner side in the vehicle width direction to just above the floor 111. ing. Note that such an arrangement is an example, and the corner brace 300 may be connected to a central portion or the like of the sleeve partition 220 in the vehicle width direction.
The main body 310 is made of, for example, a tube material of steel or aluminum alloy.
The main body 310 is disposed along a plane including the vehicle width direction and the vertical direction, and the end (lower end) on the floor 111 side is opposite to the end (upper end) on the sleeve partition 220 side. Slightly inclined so as to be slightly inward in the vehicle width direction.

The sleeve partition side fixing portion 320 is a plate-like portion that is fixed to a surface portion of the sleeve partition 220 in the vicinity of the lower end portion of the sleeve partition 220 on the side opposite to the seat 210 with bolts or the like.
The sleeve partition side fixing portion 320 is fixed to a side surface portion at an end portion of the main body portion 310 on the sleeve partition 220 side by, for example, welding.
The floor portion side fixing portion 330 is a plate-like portion that is fixed to the upper surface of the floor portion 111 with a bolt or the like.
The floor portion side fixing portion 330 is formed in a rectangular shape having a longitudinal direction along the vehicle width direction, and is formed with a rib portion raised upward along the long side portion.
The floor portion side fixing portion 330 is fixed to the end surface portion at the end portion of the main body portion 310 on the floor portion 111 side by, for example, welding.

4 is a cross-sectional view taken along the line IV-IV in FIG. 1 and shows a corner brace 400 that connects the side structure and the floor.
The corner brace 400 includes a main body portion 410, a side structure side fixing portion 420, and a floor portion side fixing portion 430.
The main body 410 is a beam-shaped member having a hollow rectangular closed cross section, and extends substantially straight from the inner surface of the side structure 120 immediately below the seat 210 to directly above the floor 111.
The main body 410 is made of, for example, a tube material of steel or aluminum alloy.
The main body 410 is arranged along a plane including the vehicle width direction and the vertical direction, and the end (lower end) on the floor 111 side is opposite to the end (upper end) on the side structure 120 side. It is arranged so as to be inward in the vehicle width direction.

The side construction side fixing portion 420 is a plate-like member that is fixed to the side construction 120 immediately below the seat 210 with bolts or the like.
The side construction side fixing portion 420 is fixed to the end portion of the main body portion 410 on the side construction 120 side, for example, by welding or the like.
The floor portion side fixing portion 430 is a plate-like portion that is fixed to the upper surface of the floor portion 111 with a bolt or the like.
The floor-side fixing portion 430 is formed in a rectangular shape having a longitudinal direction along the vehicle width direction, and a rib portion raised upward along the long side portion is formed.
The floor portion side fixing portion 430 is fixed to the end surface portion at the end portion of the main body portion 410 on the floor portion 111 side by, for example, welding.
In the first embodiment, eight corner braces 300 and 400 are arranged for only the vicinity of two doors per one side surface of the vehicle body center side, which is considered to be relatively effective.
The total mass of these corner braces 300 and 400 was about 22 kg.

Next, the effect of the first embodiment described above will be described in comparison with a comparative example of the present invention described below.
The railcar body of the comparative example is obtained by removing the corner braces 300 and 400 of the railcar body of the first embodiment.
An actual vehicle vibration test using a vehicle test bench was performed for the railway vehicle bodies of the first embodiment and the comparative example.
In this vibration test, changes in the vibration characteristics of both were investigated by stationary vibration on a vehicle test bench.
As a result of performing vibration mode analysis using vibration acceleration measured at the time of band random vibration and comparing the natural frequencies, the natural frequency in the vibration mode in which the cross section of the vehicle body is deformed into a parallelogram shape is 7.19 Hz in the comparative example. On the other hand, it was found that the first embodiment increased by about 11% to 8.01 Hz.

Next, FIG. 5 shows the result of calculating the PSD near the window at the center in the longitudinal direction of the vehicle by performing excitation (traveling speed 83 km / h) simulating actual traveling.
FIG. 5 is a graph showing PSD frequency characteristics in the railway vehicle body of the first embodiment and the comparative example.
In FIG. 5, the vertical axis represents PSD and the horizontal axis represents frequency. Further, the data of the first embodiment and the comparative example are shown by solid lines and broken lines, respectively.
As shown in FIG. 5, the peak existing in the vicinity of 7 Hz in the comparative example has moved to near 8 Hz on the high frequency side in the first embodiment, and the rigidity is improved with respect to the vibration mode in which the vehicle cross section is deformed into a parallelogram shape. The effect was confirmed.

  As described above, in the first embodiment, the corner brace 300 that connects the sleeve partition 220 and the floor portion 111 and the corner brace 400 that connects the side structure 120 and the floor portion 111 are provided. As a result, the rigidity against the cross-sectional deformation of the vehicle body can be effectively improved with a simple and small-scale configuration.

Second Embodiment
Next, a second embodiment of a railway vehicle body to which the present invention is applied will be described.
Note that, in each embodiment described below, portions that are substantially the same as those of the first embodiment described above are denoted by the same reference numerals, description thereof is omitted, and differences are mainly described.
The vehicle body for a railway vehicle according to the second embodiment is provided with a corner brace 300A having damping means instead of the corner brace 300 according to the first embodiment.
FIG. 6 is a diagram illustrating a corner brace of the second embodiment.
A main part 310A of the corner brace 300A has a double cylinder structure including an inner cylinder 311 and an outer cylinder 312.
The inner cylinder 311 and the outer cylinder 312 are each formed as a pipe having a substantially rectangular cross section.
The inner cylinder 311 is fixed to the sleeve partition side fixing portion 320. The lower part of the inner cylinder 311 is inserted into the outer cylinder 312, and the upper part of the inner cylinder 311 protrudes from the upper part of the outer cylinder 312 and is exposed.
The outer cylinder 312 is fixed to the floor side fixing portion 330.
The end of the inner cylinder 311 on the floor 111 side is inserted on the inner diameter side of the outer cylinder 312 with a gap from the inner peripheral surface of the outer cylinder 312.

FIG. 7 is a diagram showing a variation of the cross section taken along the line AA in FIG.
Between the outer peripheral surface of the inner cylinder 311 and the inner peripheral surface of the outer cylinder 312, for example, it is made of a material having viscoelasticity such as elastomer or rubber, and attenuates the relative vibration between the inner cylinder 311 and the outer cylinder 312. A damping member 340 having a function of causing the above is disposed. The damping member 340 is joined to the inner cylinder 311 and the outer cylinder 312 by, for example, adhesion.
For example, as shown in FIG. 7A, such a damping member 340 may be provided on each side of the inner cylinder 311 and the outer cylinder 312 having a rectangular cross section so that the corner portion is open.
Moreover, as shown in FIG.7 (b) and FIG.7 (c), the attenuation member 340 is provided only in a pair of opposing sides among four sides which comprise a rectangular cross section, and it is not provided in the other sides. Also good.
For example, as shown in FIG. 7B, the inner cylinder 311 is provided only at a position where the inner cylinder 311 is sandwiched in the vehicle longitudinal direction, or as shown in FIG. 7C, only at a position where the inner cylinder 311 is sandwiched in the vehicle width direction. Also good.
Furthermore, the damping member 340 may be disposed over substantially the entire circumference between the inner cylinder 311 and the outer cylinder 312 as shown in FIG.

  According to the second embodiment described above, in addition to the effect substantially similar to the effect of the first embodiment described above, the damping member 340 attenuates the relative vibration between the frame 110 and the side structure 120, It is possible to further reduce the elastic deformation of the vehicle body and further improve riding comfort.

<Third Embodiment>
Next, a third embodiment of a railway vehicle body to which the present invention is applied will be described.
The vehicle body for a railway vehicle according to the third embodiment is provided with a corner brace 300B having damping means instead of the corner brace 300 according to the first embodiment.
FIG. 8 is a view showing a corner brace 300B of the third embodiment.
The corner brace 300 </ b> B of the third embodiment is provided with a sheet-like damping member 350 sandwiched between the lower end end surface of the main body 310 and the floor-side fixing part 330.
Also in the third embodiment described above, substantially the same effect as the effect of the second embodiment described above can be obtained.

<Fourth embodiment>
Next, a fourth embodiment of a railway vehicle body to which the present invention is applied will be described.
The vehicle body for a railway vehicle according to the fourth embodiment is provided with a corner brace 300C having a damping means instead of the corner brace 300 according to the first embodiment.
FIG. 9 is a diagram showing a corner brace of the fourth embodiment.
In the corner brace 300C of the fourth embodiment, the main body 310C is formed as a flat plate arranged substantially parallel to the sleeve partition 220.
The end portion of the main body portion 310 </ b> C on the sleeve partition 220 side is fastened to the sleeve partition 220 with the sheet-like damping member 360 sandwiched between the sleeve partition 220 and the sleeve partition 220.
Further, the end portion of the main body portion 310C on the floor portion 111 side is in a state where a sheet-like elastic member 370 is interposed between a pair of brackets 331 formed by raising upward from the floor portion side fixing portion 330. It is sandwiched.
That is, the main body portion 310 </ b> C is sandwiched between the pair of elastic members 370 and is further sandwiched between the pair of brackets 331 from the outside.
Also in the fourth embodiment described above, substantially the same effect as the effect of the second embodiment described above can be obtained.

(Other embodiments)
In addition, this invention is not limited only to each embodiment mentioned above, A various application and deformation | transformation can be considered.
For example, the shape, material, manufacturing method, number, arrangement, angle, etc. of each connecting member (corner brace) are not limited to those of the above-described embodiments, and can be changed as appropriate.
For example, each connecting member may be formed of a solid shaft-like member or may have an open cross section such as an L-shaped cross section or a C-shaped cross section.
Further, in each embodiment, a corner brace for connecting the sleeve divider and the floor portion is provided, but instead of or in combination with this, a connecting member for connecting the seat and the floor portion is provided. May be. For example, the seat frame of the long seat and the floor portion may be connected. Moreover, you may provide the connection member which connects the seat frame of a cross seat, a backrest, a sleeve partition etc. which a passenger sits facing a vehicle front-back direction, and a floor part. Further, these connection members may be provided with damping means substantially similar to the corner braces 300A to 300C of the second to fourth embodiments.
Further, a damping member substantially similar to the corner braces 300A to 300C of the second to fourth embodiments may be provided on the connecting member that connects the side structure such as the corner brace 400 and the floor portion in each embodiment. Good.
Further, the attenuation means is not limited to that of each embodiment, and can be appropriately changed. For example, instead of using a viscoelastic body as in each embodiment, or in combination with this, an oil damper, a friction damper, or the like may be used as the damping means.

DESCRIPTION OF SYMBOLS 1 Railcar body 10 Wheel axle R Track 100 Structure 110 Underframe 111 Floor part 120 Side structure 121 Door opening 122 Door pocket part 123 Door inner pillar 130 Wife structure 140 Roof structure 210 Seat 220 Sleeve partition 230 Loading shelf 240 Stansion pole 250 Lamp holder 260 Hanging rod 300, 300A, 300B, 300C Corner brace 310 Main body part 310A Main body part 310C Main body part 311 Inner cylinder 312 Outer cylinder 320 Sleeve partition side fixing part 330 Floor side fixing part 331 Bracket 340, 350, 360, 370 Attenuation Member 400 Corner brace 410 Main body 420 Side construction side fixing part 430 Floor side fixing part

Claims (11)

Underframe with car floor,
A side structure extending upward from the side edge of the underframe;
A stool provided to protrude from the interior side surface of the side structure;
A railcar body comprising a sleeve divider provided at an end of the seat,
A vehicle body for a railway vehicle comprising a sleeve partition floor portion connecting member that connects the sleeve partition and the vehicle compartment floor portion. The railway vehicle according to claim 1, wherein the sleeve partition floor portion connecting member includes a damping unit that attenuates relative vibration between an end portion on the sleeve partition side and an end portion on the floor portion side. Car body. The sleeve partition floor portion connecting member includes a first member fixed to the sleeve partition, a second member fixed to the floor portion, and between the first member and the second member. The vehicle body for a railway vehicle according to claim 2, further comprising a viscoelastic body provided. The vehicle body for a railway vehicle according to any one of claims 1 to 3, further comprising: a seat floor connecting member that connects the seat and the passenger compartment floor. Underframe with car floor,
A side structure extending upward from a side edge of the underframe;
A vehicle body for a railway vehicle comprising: a seat that protrudes from a surface portion on the vehicle interior side of the side structure,
A vehicle body for a railway vehicle, comprising: a stool floor connecting member that connects the stool and the passenger compartment floor. The said seat floor part connection member has a damping means which attenuates the relative vibration between the edge part on the said seat side, and the edge part on the said floor part side, The Claim 4 or Claim 5 characterized by the above-mentioned. Railway vehicle body. The seat floor connecting member is provided between a first member fixed to the seat, a second member fixed to the floor, and the first member and the second member. The vehicular vehicle body according to claim 6, further comprising a viscoelastic body. The railway according to any one of claims 1 to 7, further comprising: a side structure floor connecting member that connects a region below the seat in the side structure and the passenger compartment floor. Vehicle body. Underframe with car floor,
A side structure extending upward from a side edge of the underframe;
A vehicle body for a railway vehicle comprising: a seat that protrudes from a surface portion on the vehicle interior side of the side structure,
A vehicle body for a railway vehicle comprising: a side structure floor portion connecting member that connects a region of the side structure below the seat and the vehicle compartment floor portion. The said side structure floor part connection member has a damping means which attenuates the relative vibration between the edge part on the said side structure side, and the edge part on the said floor part side. The vehicle body for the railway vehicle described. The side structure floor portion connecting member includes a first member fixed to the side structure, a second member fixed to the floor portion, and between the first member and the second member. The vehicle body for a railway vehicle according to claim 10, further comprising a viscoelastic body provided.

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