JP2014054950A - Railway vehicle body - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a railway vehicle body which effectively improves rigidity of a structure in a double skin structure against cross-sectional deformation by a simple and small scale constitution.SOLUTION: A railway vehicle body 1 comprises: an underframe 110 which constitutes a cabin lower surface part; a side framing 120 which extends from a side end part of the underframe to a higher position; and a roof framing 140 which is provided to be bridged between upper end parts of the right and left side framings. At least the side framing and the roof framing include a double skin structure in which an outer skin O exposed outside of the vehicle and an inner skin I arranged in a cabin side of the outer skin at an interval between the outer skin and the inner skin, are connected by a plurality of ribs R. The railway vehicle body includes a side framing underframe connection member 200 which is provided to connect an inner skin around a lower end part of the side framing with an upper surface part of the underframe.

Description

  The present invention relates to a railway vehicle body, and more particularly, to a structure that effectively improves the rigidity against cross-sectional deformation of a double skin structure 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).

JP 2007-62440 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.

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 target (1) among the above, but depending on the vehicle type, rail condition, 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 addition, most of the conventional methods for improving the rigidity of a railway vehicle structure are related to a structure made of steel, stainless steel or the like having an aggregate such as a plurality of columns and beams, and the columns and beams are connected to each other. However, it is difficult to apply to a structure having few aggregates such as columns and beams, such as a double skin structure made of an aluminum alloy.
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 a double skin structure with a simple and small-scale configuration.

In order to solve the above-described problems, a railway vehicle body according to the present invention includes a frame that forms a lower surface of a passenger compartment, a side frame that extends upward from a side edge of the frame, and left and right side frames. There is a roof structure provided between upper end portions, and at least the side structure and the roof structure are provided between an outer skin exposed to the outside of the vehicle and an inner skin disposed at a space on the vehicle interior side of the outer skin. A vehicle body for a railway vehicle having a double skin structure in which a plurality of ribs are connected to each other, wherein the inner skin in the vicinity of the lower end portion of the side structure and the upper surface portion of the frame are connected to each other. It is characterized by having.
According to this, the vehicle body rigidity can be improved by suppressing the relative angle change between the side frame and the frame by the side frame frame connecting member.
In the present invention, the side frame base frame connecting member may include a damping unit that generates a damping force against relative vibration between the side frame and the frame.
According to this, the vehicle body elastic vibration can be effectively reduced.
In this case, the side frame base frame connecting member may have a configuration in which a viscoelastic body is disposed between the first member fixed to the side frame and the second member fixed to the frame frame. it can.
According to this, the above-described effect can be obtained with a simple configuration.

In the present invention, the connection part of the side frame base connecting member and the side structure may be provided at a plurality of joints between the rib and the inner skin.
According to this, the coupling strength between the side frame mounting member and the structure can be increased, and the above-described effects can be reliably obtained.

In this invention, it can be set as the structure which has the side structure roof structure connection member which connects between the said inner skin in the upper end part vicinity of the said side structure, and the said inner skin in the side edge part vicinity of the said roof structure.
According to this, the effect mentioned above can be heightened more because the side structure roof structure connection member suppresses the relative angle change between the side structure and the roof structure.
In this invention, it can be set as the structure arrange | positioned so that the position in the vehicle front-back direction of the said side structure frame frame connection member and the said side structure roof structure connection member may correspond substantially.
In this case, it can be set as the structure which made the position in the vehicle front-back direction of the said side frame frame connection member and the said side structure roof structure connection member correspond with the blowing part provided in the space | interval of a window.
According to each of these inventions, the synergistic effect of the side structure frame frame connecting member and the side structure roof structure connecting member can be enhanced, and the above-described effects can be further promoted.

  Another railcar body according to the present invention includes a frame that forms a lower surface of the passenger compartment, a side frame that extends upward from a side edge of the frame, and upper ends of the left and right side frames. At least the side structure and the roof structure have a plurality of ribs between an outer skin exposed to the outside of the vehicle and an inner skin arranged on the outer skin side of the outer skin with a space therebetween. A vehicle body for a railway vehicle having a double skin structure connected at the side roof, wherein the inner skin in the vicinity of the upper end portion of the side structure and the inner skin in the vicinity of the side end portion of the roof structure are connected. It has a structure connection member.

In the present invention, the side roof structure connecting member may include a damping unit that generates a damping force with respect to relative vibration between the side structure and the roof structure.
According to this, the vehicle body elastic vibration can be effectively reduced.
In this case, the side roof structure connecting member is configured by arranging a viscoelastic body between the first member fixed to the side structure and the second member fixed to the roof structure. It can be configured.
According to this, the above-described effect can be obtained with a simple configuration.

In the present invention, the side roof structure connecting member may be formed to be curved so that the outside of the vehicle is convex when viewed from the vehicle front-rear direction.
According to this, the protrusion amount to the vehicle interior side can be reduced, and it can be arranged in a relatively narrow space.
In the present invention, the connection portion between the side structure roof connection member and the side structure, and the connection portion between the side structure roof connection member and the roof structure are the connection points between the rib and the inner skin, respectively. It is possible to adopt a configuration that is provided for a plurality of I.
According to this, the joint strength between the side roof structure connecting member and the structure can be increased, and the above-described effects can be reliably obtained.

In the present invention, the side frame base frame connecting member may be configured to be accommodated in an interval between the side frame and the frame and an interior material provided on the vehicle interior side of the side frame and the frame.
In the present invention, the side structure roof structure connecting member is configured to be accommodated in an interval between the side structure and the roof structure and an interior material provided on a vehicle interior side of the side structure and the roof structure. it can.
According to each of these inventions, the above-described effects can be obtained without reducing the space in the vehicle interior.

  As described above, according to the present invention, it is possible to provide a vehicle body for a railway vehicle in which the rigidity against cross-sectional deformation of a double skin structure is effectively improved with a simple and small-scale configuration.

1 is a schematic side 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. FIG. 3 is a cross-sectional view taken along the line III-III in FIG. 1. It is a figure which shows the variation of the AA part arrow cross section of FIG. It is a typical side view of a second embodiment of a railway vehicle body to which the present invention is applied. It is a figure which shows the corner brace which connects the side structure and roof structure in the vehicle body for rail vehicles of 2nd Embodiment. It is a figure which shows the corner brace which connects the side structure and underframe in 3rd 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 arrow cross section of FIG. It is a figure which shows the corner brace which connects the side structure and underframe in 4th 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 side structure and underframe in 5th Embodiment of the vehicle body for railway vehicles to which this invention is applied. It is AA section arrow sectional drawing of FIG. It is an external appearance perspective view which shows an example of the corner brace integrated with the air path for air conditioning.

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, for example, a passenger car of a high-speed railway train represented by a Shinkansen (registered trademark of Tokai Passenger Railway Co., Ltd., East Japan Passenger Railway Co., Ltd., West Japan Railway Co., Ltd.), It is used and has a double-skin structure that is formed by joining extruded materials of aluminum alloy.
FIG. 1 is a schematic side 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.

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.
In the upper part of the underframe 110, a floor portion 111 of the passenger compartment is provided.
The floor 111 is formed in a panel shape extending substantially along the horizontal direction.
The floor portion 111 is an interior member that is provided apart from the main body portion of the underframe 110 in the vertical direction.
A cart (not shown) provided with a wheel shaft 10 traveling on the track 20 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 includes a window part 121, a blowing part 122, and the like.
The window part 121 is an opening to which, for example, a non-open / close type double window glass is attached.
A plurality of window portions 121 are arranged in the vehicle front-rear direction.
The blowing part 122 is an area provided in the space between the window parts 121.
The blowing unit 122 is provided with an air passage for air conditioning.

An interior panel 123 is provided on the side of the side structure 120 in the passenger compartment.
The interior panel 123 is an interior member that is formed of, for example, resin or the like and is exposed in the vehicle interior.
The interior panel 123 is arranged with a space between the side structure 120 body.

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.

In the structure described above, the side structure 120 and the roof structure 140 are connected to the outer skin O exposed to the outside of the vehicle and the inner skin I arranged at intervals on the vehicle interior side of the outer skin O by a plurality of ribs R. It has a double skin structure.
The plurality of ribs R are sequentially arranged in an inclined manner so that the cross-sectional shape of the structure viewed from the vehicle front-rear direction is a truss shape in which substantially closed triangular cross-sections are successively continued. Yes.
Such a structure is formed, for example, by sequentially connecting an extruded material of an aluminum alloy in the vertical direction of the side structure 120 and the width direction of the roof structure 140.

The rail vehicle body 1 includes a corner brace 200.
3 is a cross-sectional view taken along the line III-III in FIG.
As shown in FIG. 3, the corner brace 200 is a gusset-like connecting member that connects the surface of the inner skin I at the lower part of the side structure 120 and the upper part of the underframe 110.

The corner brace 200 includes a main body 210, a side structure fixing surface 220, a frame fixing surface 230, a reinforcing plate 240, and the like.
The main body 210 is a belt-like flat surface provided between the lower part of the side structure 120 and the upper part of the frame 110, and is arranged with the width direction substantially along the vehicle front-rear direction, and the upper end. The portion is arranged so as to be inclined with respect to the lower end portion so as to be outside in the vehicle width direction.

The side structure fixing surface part 220 is a part fastened to a bracket (receiver) B1 welded to the side structure 120 by, for example, a bolt or the like.
The side structure fixing surface 220 is formed by extending the upper end of the main body 210 straight.
The bracket B <b> 1 is formed of an aluminum alloy so as to be weldable to the side structure 120, and includes a plurality of nut portions arranged in a vertical direction at a contact position with the side structure fixing surface portion 220.
Further, the bracket B1 is provided at a plurality of locations (for example, two locations as shown in FIG. 3) spaced apart in the vertical direction among the joint portions of the side structure 120 where the inner skin I and the rib R are joined.

The frame fixing surface portion 230 is a portion fastened to the bracket B2 welded to the frame 110 with, for example, a bolt.
The underframe fixing surface portion 230 is formed so as to protrude substantially horizontally from the lower end portion of the main body portion 210 inward in the vehicle width direction.
The bracket B <b> 2 is formed of an aluminum alloy so as to be weldable to the underframe 110, and includes a plurality of nut portions arranged in the vehicle width direction at a contact position with the underframe fixing surface portion 230.

  The brackets B1 and B2 described above are each formed by, for example, forming an aluminum plate having a thickness of 4 mm so as to have a U-shaped cross section, abutting the open side of the U-shaped cross section against the structure, and welding.

In order to ensure the rigidity of the corner brace 200, the reinforcing plate 240 is formed to protrude from the end in the width direction (vehicle longitudinal direction) of the main body 210, the side structure fixing surface 220, and the frame fixing surface 230 to the vehicle interior side. It is the face part.
FIG. 4 is a view showing variations of the AA section arrow cross section of FIG. 3.
The reinforcing plate 240 may be provided on both the front and rear sides of the corner brace 200 as shown in FIG. 4 (a) so as to have a U-shaped cross section, and as shown in FIG. A cross section may be used. Further, as shown in FIG. 4C, a reinforcing plate 240 is provided on both front and rear sides of the corner brace 200, and a surface portion 241 provided between the ends of the reinforcing plate 240 opposite to the main body portion 210 is provided. A rectangular closed cross section may be provided.

As shown in FIG. 1, a plurality of the above-described corner braces 200 are distributed in the vehicle front-rear direction.
Each corner brace 200 is disposed so that the position in the vehicle front-rear direction is aligned with the blowing portion 122, and in the first embodiment, for example, the entire vehicle body is attached to 10 sections. The increase in mass due to this is, for example, about 60 kg.
The corner brace 200 is made of steel with a thickness of 5 mm, for example.
The corner brace 200 is disposed at a distance between the structure including the underframe 110, the side structure 120, and the interior members such as the floor portion 111 and the interior panel 123, and does not protrude or be exposed in the vehicle interior.

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 brace 200 from the railcar body of the first embodiment.

The inventors performed eigenvalue analysis using a finite element method (FEM) model for the railway vehicle bodies of the first embodiment and the comparative example.
The FEM model is a vehicle body for high-speed vehicles, except that the “beam element” is used for the horizontal beam of the floor, etc., and is modeled by the “shell model” throughout, and the element length is about 70 mm. did. The number of nodes is about 350,000, and the number of elements is about 270,000.
Real eigenvalue analysis was performed using the created FEM model, and the natural frequency was obtained mainly focusing on the deformation mode in which the vehicle body cross-section is deformed into a parallelogram.
As a result, in the comparative example, the natural frequency was 12.92 Hz, whereas in the first embodiment, the corner brace 200 was 13 when the L-shaped cross section as shown in FIG. .28 Hz, when the U-shaped cross section as shown in FIG. 4A is 13.33 Hz, and when the closed cross section shown in FIG. The improvement effect was confirmed.
Furthermore, when the bracket B1 was reinforced as a box shape, it was confirmed that the natural frequency increased to 13.64 Hz.

  In the first embodiment described above, even in a double skin structure that uses almost no aggregate such as pillars and beams, the structure is a simple structure that is about 60 kg in mass and can be accommodated in the interior material. Thus, the vehicle body rigidity in the direction in which the vehicle body cross-sectional shape is deformed can be effectively improved.

Second Embodiment
Next, a second embodiment of a railway vehicle body to which the present invention is applied will be described.
In each embodiment described below, portions that are substantially the same as those in the first embodiment described above are denoted by the same reference numerals, description thereof is omitted, and differences are mainly described.
FIG. 5 is a schematic side view of the railway vehicle body according to the second embodiment.
6A and 6B are diagrams showing a corner brace in a railway vehicle body according to the second embodiment. FIG. 6A is a cross-sectional view taken along the line VI-VI in FIG. 5 and FIG. It is a bb section arrow sectional view of 6 (a).

The vehicle body for a railway vehicle according to the second embodiment is obtained by adding a corner brace 300 described below to the vehicle body for a railway vehicle according to the first embodiment.
The corner brace 300 is a connecting member that connects the inner skin I at the upper part of the side structure 120 and the inner skin I at the side end part of the roof structure 140.

As shown in FIG. 6, the corner brace 300 includes a main body 310, a side structure fixing surface 320, a roof structure fixing surface 330, a reinforcing plate 340, and the like.
The main body 310 is a strip-shaped part provided between the upper part of the side structure 120 and the side edge part of the roof structure 140.
The main body 310 is arranged with the width direction substantially along the vehicle front-rear direction, and the outer side of the vehicle compartment projects from the vehicle front-rear direction substantially along the curvature of the corners of the side structure 120 and the roof structure 140. It is formed so as to be curved.

The side structure fixing surface part 320 is a part fastened to the bracket B3 welded to the side structure 120 by, for example, a bolt or the like.
The side structure fixing surface portion 320 is provided at an end portion of the main body portion 310 on the side structure 120 side.
The bracket B3 is made of an aluminum-based alloy so as to be weldable to the side structure 120, and includes a plurality of nut portions arranged in the vertical direction at a contact position with the side structure fixing surface portion 320.
Further, the bracket B3 is provided at a plurality of locations spaced apart in the vertical direction among the joint portions of the side structure 120 where the inner skin I and the rib R are joined.

The roof structure fixing surface part 330 is a part fastened to the bracket B4 welded to the roof structure 140 with, for example, a bolt or the like.
The roof structure fixing surface part 330 is provided at the end part of the main body part 310 on the roof structure 140 side.
The bracket B4 is formed of an aluminum-based alloy so that it can be welded to the roof structure 140, and includes a plurality of nut portions arranged substantially along the vehicle width direction at a contact position with the roof structure fixing surface portion 330. .
Further, the bracket B4 is provided at a plurality of locations separated in the vehicle width direction among the joint portions of the roof structure 140 where the inner skin I and the rib R are joined.
The brackets B3 and B4 described above are formed by, for example, forming an aluminum plate having a thickness of 4 mm so as to have a U-shaped cross section and welding the aluminum plate to the structure.

A bracket B5 to which the central portion of the main body 310 is fastened is formed near the boundary between the side structure 120 and the roof structure 140.
The bracket B5 is an aluminum alloy receiver formed integrally with the structure, and includes a groove that can hold, for example, the head of one bolt.

In order to ensure the rigidity of the corner brace 300, the reinforcing plate 340 is formed to protrude from the end in the width direction (vehicle longitudinal direction) of the main body 310, the side structure fixing surface 320, and the roof structure fixing surface 330 to the vehicle interior side. It is the face part.
This reinforcing plate 340 may also be provided on only one side of the main body 310 or the like, as with the reinforcing plate 240 of the corner brace 200, or may be provided on both sides.
Alternatively, the ends of the U-shaped cross section may be connected to form a rectangular closed cross section.

The corner brace 300 is provided on the vehicle interior side of the side structure 120 and the roof structure 140, and is accommodated in a space between the interior panel exposed in the vehicle interior and the side structure 120 and the roof structure 140, and is exposed or protrudes into the vehicle interior. Never do.
Further, as shown in FIG. 5, the corner brace 300 is disposed such that the position in the vehicle front-rear direction substantially coincides with the corner brace 200 and the blowing portion 122.

  In the second embodiment described above, in addition to the effects substantially similar to the effects of the first embodiment described above, the corner brace 300 suppresses the relative angle change between the side structure 120 and the roof structure 140. In addition, the effect of suppressing the elastic vibration of the vehicle body can be further enhanced.

<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 includes a corner brace 200A described below instead of the corner brace 200 according to the first embodiment.
Moreover, you may use together such a corner brace 200A and the corner brace 300 of 2nd Embodiment.
FIG. 7 is a view showing a corner brace that connects the side frame and the underframe in the vehicle body for a railway vehicle according to the third embodiment, and is a view showing the same cross section as FIG. 3 in the first embodiment (FIG. 9, FIG. 9). 10 is the same).
FIG. 8 is a diagram showing a variation of the AA section arrow cross section of FIG.

The main body 210A of the corner brace 200A has a double cylinder structure having an inner cylinder 211 and an outer cylinder 212.
The inner cylinder 211 and the outer cylinder 212 are each formed as a pipe having a substantially rectangular cross section.
The inner cylinder 211 is fixed to the side structure fixing surface portion 220. The lower part of the inner cylinder 211 is inserted into the outer cylinder 212, and the upper part of the inner cylinder 211 protrudes from the upper part of the outer cylinder 212 and is exposed.
The outer cylinder 212 is fixed to the frame fixing surface portion 230 in a state of being erected upward from the frame fixing surface portion 230.
An end portion of the inner cylinder 211 on the side of the frame 110 is disposed on the inner diameter side of the outer cylinder 212 so as to face the inner peripheral surface of the outer cylinder 212 with a space therebetween.

As shown in FIG. 8, between the outer peripheral surface of the inner cylinder 211 and the inner peripheral surface of the outer cylinder 212, it is made of a material having viscoelasticity such as elastomer or rubber, and the inner cylinder 211 and the outer cylinder 212 are A damping member 250 having a function of attenuating relative vibration between the two is disposed. The damping member 250 is joined to the inner cylinder 211 and the outer cylinder 212 by, for example, adhesion.
For example, as shown in FIG. 8A, such a damping member 250 may be provided on each side of the inner cylinder 211 and the outer cylinder 212 having a rectangular cross section so that the corners are open.
Further, as shown in FIGS. 8B and 8C, the damping member 250 is provided only on a pair of opposing sides among the four sides constituting the rectangular cross section, and is not provided on the other sides. Also good.
For example, as shown in FIG. 8B, a configuration in which the inner cylinder 211 is provided only in a position where the inner cylinder 211 is sandwiched in the vehicle front-rear direction, or a position where the inner cylinder 211 is sandwiched in the vehicle width direction as shown in FIG. It is good.
Furthermore, the damping member 250 may be disposed over substantially the entire circumference between the inner cylinder 211 and the outer cylinder 212 as shown in FIG.
Moreover, the cross-sectional shape of the inner cylinder and the outer cylinder is not limited to a rectangle, and may be, for example, a circular cross section.

  According to the third embodiment described above, in addition to the effects substantially similar to the effects of the first embodiment described above, the damping member 250 attenuates the relative vibration between the frame 110 and the side structure 120, The elastic vibration of the vehicle body can be reduced and the ride comfort can be improved.

<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 includes a corner brace 200B described below instead of the corner brace 200 according to the first embodiment.
FIG. 9 is a diagram illustrating a corner brace that connects a side frame and a base frame in a railway vehicle body according to the fourth embodiment.
The corner brace 200B of the fourth embodiment is provided with a sheet-like damping member 260 sandwiched between the frame fixing surface portion 230 and the bracket B2.
Also in the fourth embodiment described above, it is possible to obtain substantially the same effects as the effects of the above-described embodiments.
In addition, in 4th Embodiment, although the viscoelastic body is provided in the frame fixing surface part 230 side, you may provide in the side structure fixing surface part 220 side.

<Fifth Embodiment>
Next, a fifth 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 fifth embodiment includes a corner brace 200C described below instead of the corner brace 200 according to the first embodiment.
FIG. 10 is a diagram showing a corner brace that connects a side frame and a base frame in a railway vehicle body according to the fourth embodiment.
FIG. 11 is a cross-sectional view taken along line AA in FIG.

A corner brace 200C according to the fifth embodiment forms a main body 210C provided in place of the main body 210 in the first embodiment as a flat plate disposed substantially perpendicular to the vehicle front-rear direction. .
The end of the main body 210C on the side structure 120 side is fixed to the side structure fixing surface 220 by welding or the like.
The end of the main body 210C on the side of the underframe 110 is sandwiched between a pair of brackets 231 formed by raising upward from the underframe fixing surface portion 230 with a sheet-like elastic member 270 interposed therebetween. Yes.
That is, the main body portion 210C is sandwiched between the pair of elastic members 270 and further sandwiched between the pair of brackets 231 from the outside.
Also in the fifth embodiment described above, it is possible to obtain substantially the same effects as the effects of the above-described embodiments.
It should be noted that the orientation and arrangement of the members in the fifth embodiment can also be used as an upside down configuration. That is, it is good also as a structure by which the edge part by the side structure side of a main-body part is pinched | interposed with a viscoelastic body.

(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, and the like of each connecting member (corner brace) are not limited to those of the above-described embodiments, and can be changed as appropriate.
Further, the attenuating means is not limited to that of each embodiment, and can be changed as appropriate.
For example, an oil damper or a friction damper may be used as the damping means.
Moreover, you may provide such a damping means in a side structure roof structure connection member. For example, the corner brace 300 may be provided with damping means substantially similar to the corner braces 200A, 200B, and 200C of the third to fifth embodiments.
Moreover, when the air passage which is a duct for an air conditioning is provided in an up-down direction along the blowing part of a side structure, you may connect or integrate a connection member (corner brace) and an air passage.
FIG. 12 is an external perspective view showing an example of such a corner brace.
A corner brace 200D shown in FIG. 12 is formed integrally with an air passage 400 that introduces air from an air conditioner arranged under the floor of the vehicle into an air passage (not shown) provided in the blowing portion 122 and extending in the vertical direction. ing.
The air passage 400 is a duct having a rectangular cross section, and has an inlet portion 410 arranged substantially horizontally and an outlet portion 420 opened upward, and is formed by bending an intermediate portion 430 thereof. .
The corner brace 200D is configured by extending a surface portion adjacent to the frame 110 and the side structure 120 of the air passage 400 in the vehicle front-rear direction.
With such a configuration, it is possible to reduce the number of parts, simplify the assembly work in the vehicle manufacturing process, reduce the weight, and the like.

DESCRIPTION OF SYMBOLS 1 Rail vehicle body 10 Wheel axle 20 Track 100 Structure 110 Underframe 111 Floor part 120 Side structure 121 Window part 122 Blowing part 123 Interior panel 130 Wife structure 140 Roof structure 200,200A, 200B, 200C, 200D Corner brace 210,210A , 210C Main body part 220 Side fixing surface part 230 Base frame fixing surface part 231 Bracket 240 Reinforcement plate 250, 260, 270 Damping member 300 Corner brace 310 Main body part 320 Side structure fixing surface part 330 Roof structure fixing surface part 340 Reinforcing plate
B1 to B5 Bracket 400 Airway 410 Inlet part 420 Outlet part 430 Intermediate part O Outer skin I Inner skin R Rib

Claims (14)

A frame that forms the underside of the passenger compartment;
A side structure extending upward from the side edge of the underframe;
It has a roof structure provided between the upper ends of the left and right side structures,
At least the side structure and the roof structure have a double skin structure in which an outer skin exposed to the outside of the vehicle and an inner skin arranged at intervals on the vehicle interior side of the outer skin are connected by a plurality of ribs. A car body,
A vehicle body for a railway vehicle, comprising a side frame base frame connecting member that connects the inner skin in the vicinity of the lower end portion of the side frame and the upper surface of the frame. The vehicle body for a railway vehicle according to claim 1, wherein the side frame frame connecting member includes a damping unit that generates a damping force with respect to relative vibration between the side frame and the frame. The side frame base frame connecting member is configured by arranging a viscoelastic body between a first member fixed to the side frame and a second member fixed to the frame. The vehicle body for a railway vehicle according to claim 2. The connection part of the said side frame frame connection member and the said side structure is provided at a plurality of the joint parts of the said rib and the said inner skin, The any one of Claim 1 to 3 characterized by the above-mentioned. The railway vehicle body described in the above item. The side structure roof structure connecting member that connects between the inner skin in the vicinity of the upper end of the side structure and the inner skin in the vicinity of the side edge of the roof structure. The vehicle body for a railway vehicle according to any one of 4 to 4. The vehicle body for a railway vehicle according to claim 5, wherein the side structure frame frame connecting member and the side structure roof structure connecting member are arranged so as to substantially coincide with each other in a vehicle front-rear direction. The railway according to claim 6, wherein positions of the side structure frame frame connecting member and the side structure roof structure connecting member in the vehicle front-rear direction are made to coincide with a blowing portion provided in a space between the windows. Vehicle body. A frame that forms the underside of the passenger compartment;
A side structure extending upward from the side edge of the underframe;
It has a roof structure provided between the upper ends of the left and right side structures,
At least the side structure and the roof structure have a double skin structure in which an outer skin exposed to the outside of the vehicle and an inner skin arranged at intervals on the vehicle interior side of the outer skin are connected by a plurality of ribs. A car body,
A vehicle body for a railway vehicle, comprising a side roof structure connecting member that connects the inner skin in the vicinity of the upper end portion of the side structure and the inner skin in the vicinity of the side end portion of the roof structure. The said side structure roof structure connection member has a damping means which generate | occur | produces a damping force with respect to the relative vibration of the said side structure and the said roof structure, The any one of Claim 5-8 characterized by the above-mentioned. The vehicle body for railway vehicles described in 1. The side structure roof structure connecting member is configured by arranging a viscoelastic body between a first member fixed to the side structure and a second member fixed to the roof structure. The vehicle body for a railway vehicle according to claim 9. The said side structure roof structure connection member is curved and formed so that the vehicle outer side may become convex when viewed from the vehicle front-rear direction. The vehicle body for the railway vehicle described. The side roof structure connecting member and the side structure are connected to each other, and the side roof structure connecting member and the roof structure are connected to a plurality of joints between the rib and the inner skin. The vehicle body for a railway vehicle according to any one of claims 5 to 11, wherein the vehicle body for a railway vehicle is provided. The said side structure frame connection member is accommodated in the space | interval of the interior material provided in the vehicle interior side of the said side structure and the said frame, and the said side structure and a frame. The railcar body according to any one of 7 to 7. The said side structure roof structure connection member is accommodated in the space | interval of the interior material provided in the vehicle interior side of the said side structure and the said roof structure, and the said side structure and the said roof structure. The vehicle body for a railway vehicle according to any one of claims 12 to 13.

Images