JP2017087800A - Car body of railway vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce a maximum acceleration upon collision while absorbing a collision energy upon the collision between car bodies adjacent to each other within a formulation with a car body.SOLUTION: A car body of railway vehicle includes: a pair of side beams extended in the vehicle longitudinal direction; a floor plate of which both end parts in a car width direction are supported by respective side beams; a middle beam which is located between the respective side beams and is extended in the vehicle longitudinal direction; end beams which are connected with vehicle longitudinal direction end parts of the respective side beams, the middle beam and the floor beam and are extended in a car width direction; and at least one protrusion member provided on the end beams in such a state as to be protruded to the vehicle longitudinal direction outer side from the end beams on the position superimposed to at least one of the respective side beams, the middle beam and the floor beam seeing from the vehicle longitudinal direction. Therein, the protrusion member has a higher rigidity than the part superimposed to the protrusion member seeing from the vehicle longitudinal direction of the respective side beams, the middle beam and the floor plate.SELECTED DRAWING: Figure 7

Description

  The present invention relates to a vehicle body of a railway vehicle.

  Conventionally, railway vehicles have been required to mitigate the acceleration applied to the vehicle body at the time of a collision in order to ensure the safety of passengers. In particular, it is required to reduce the peak value of the reaction force generated at the beginning of the collision to reduce the maximum acceleration at the time of the collision. Patent Document 1 discloses a railway vehicle provided with a collision energy absorbing device for absorbing the collision energy at the time of collision and relaxing acceleration applied to the vehicle body. The collision energy absorbing device disclosed in Patent Document 1 is arranged at the head portion of the head vehicle so as to face the frame. This collision energy absorbing device is formed of a hollow extruded shape member having a plurality of hollow portions. The hollow extruded shape member is formed so as to be more easily crushed at the time of collision than the frame, side structure, roof structure and the like constituting the vehicle body so as to absorb collision energy.

JP 2003-95094 A

  By the way, in a train formation including a plurality of vehicles connected to each other, adjacent vehicles in the formation may collide when the leading vehicle collides. In Patent Document 1, a collision energy absorbing device is arranged at the rear end portion of the leading vehicle and the end portion of the intermediate vehicle, that is, the connecting surface portion of the vehicle body, in addition to the leading portion of the leading vehicle. However, in order to reduce the maximum acceleration at the time of collision, it is necessary to enlarge the collision energy absorbing device at the connecting surface portion of the vehicle body. Since the space between adjacent vehicles in the formation is limited, the collision energy absorbing device at the connecting surface portion of the vehicle body cannot be increased. Therefore, it is desirable to reduce the maximum acceleration at the time of collision by other methods.

  Therefore, an object of the present invention is to provide a vehicle body of a railway vehicle that reduces the maximum acceleration at the time of collision while absorbing the collision energy at the time of collision between adjacent vehicle bodies in the train.

  A vehicle body of a railway vehicle according to an aspect of the present invention includes a pair of side beams extending in a longitudinal direction of the vehicle, a floor plate in which both end portions in the vehicle width direction are supported by the side beams, and the side beams. An intermediate beam extending in the vehicle longitudinal direction, and an end beam extending in the vehicle width direction connected to the vehicle longitudinal direction end of each of the side beams, the intermediate beam and the floor board, and the vehicle longitudinal At least one provided on the end beam in a state of projecting outward in the vehicle longitudinal direction from the end beam at a position overlapping at least one of the side beams, the middle beam, and the floor plate as viewed from the direction. A protruding member, and the protruding member has higher rigidity than a portion of each of the side beams, the middle beam, and the floor plate that overlaps the protruding member when viewed from the vehicle longitudinal direction.

  According to the above configuration, when the vehicle bodies connected to each other collide with each other, first, the protruding member protruding outward in the vehicle longitudinal direction from one vehicle body contacts the adjacent vehicle body. Here, at least one of each of the side beams, the middle beam, and the floor board overlaps with the protruding member when viewed from the longitudinal direction of the vehicle, and the rigidity of the overlapping portion is lower than the rigidity of the protruding member. . For this reason, the overlapping portion is deformed by contact with the protruding member, the collision energy is partially absorbed, and then the end beams are brought into contact with each other. Since the vehicle bodies come into contact with each other in this manner, the reaction force can be prevented from increasing instantaneously, and the maximum acceleration at the time of collision can be reduced.

  ADVANTAGE OF THE INVENTION According to this invention, the maximum acceleration at the time of a collision can be reduced, making the vehicle body absorb the collision energy at the time of a collision between vehicle bodies.

1 is a schematic front view of a vehicle body of a railway vehicle according to an embodiment. FIG. 2 is a schematic partial side view of the railway vehicle shown in FIG. 1. FIG. 2 is a schematic partial top view of the railway vehicle shown in FIG. 1. (A) is a schematic partial plan view of the underframe of the vehicle body shown in FIG. 1, (B) is an arrow view of IVB-IVB shown in (A), and (C) is an IVC- shown in (A). It is an arrow view of IVC, (D) is an arrow view of IVD-IVD shown to (A). (A) is a front side perspective view of a 1st projection member, (B) is a back side perspective view of a 1st projection member. (A) is a front side perspective view of the first projection member facing the first projection member shown in FIG. 5, and (B) is a rear side perspective view of the first projection member facing the first projection member shown in FIG. 5. FIG. It is a general | schematic partial expansion perspective view of the vehicle body shown in FIG. FIG. 8 is a partially enlarged perspective sectional view of the vehicle body cut along a plane P1 shown in FIG. FIG. 8 is a partially enlarged perspective sectional view when the vehicle body is cut along a plane P2 shown in FIG. FIG. 3 is a partial side view for explaining the collision between the vehicle bodies shown in FIG. 2 in chronological order. It is a graph which shows the relationship between the amount of compressive displacement when a vehicle body shown in FIG. 2 collides, and reaction force.

  Hereinafter, embodiments will be described with reference to the drawings.

  FIG. 1 is a schematic front view of a vehicle body 2A of a railway vehicle 1 according to the present embodiment. FIG. 2 is a schematic partial side view of the railway vehicle 1 shown in FIG. FIG. 3 is a schematic partial top view of the railway vehicle 1 shown in FIG. The railway vehicle 1 is a knitted vehicle including a plurality of vehicle bodies connected to each other, and FIGS. 2 and 3 show a connection portion of adjacent vehicle bodies 2A and 2B among the vehicle bodies included in the railway vehicle 1. Although not shown, a bellows-shaped hood is provided between the vehicle body 2A and the vehicle body 2B, and the hood communicates the through passage of the vehicle body 2A and the through passage of the vehicle body 2B.

  In the following description, the direction in which the rail vehicle 1 travels and the direction in which the vehicle bodies 2A and 2B extend is referred to as the vehicle longitudinal direction (or front-rear direction), and the lateral direction perpendicular thereto is referred to as the vehicle width direction. Moreover, although the rail vehicle 1 can drive | work in both directions of a vehicle longitudinal direction, in the following description, the left direction in FIG.2 and FIG.3 is defined as the front, and right direction is defined as the back. Hereinafter, only the configuration of the vehicle body 2A and elements different from the vehicle body 2A in the vehicle body 2B will be described, and description of elements similar to the elements of the vehicle body 2A in the vehicle body 2B will be omitted.

  The vehicle body 2 </ b> A includes a frame 3, a side structure 4, a wife structure 5, and a roof structure 6 that are the bottom of the vehicle body. The lower end of the side structure 4 is connected to the end of the underframe 3 in the vehicle width direction. The lower end of the end structure 5 is connected to the end of the frame 3 in the longitudinal direction (front-rear direction). The roof structure 6 is connected to the upper ends of the side structure 4 and the wife structure 5. The underframe 3, the side structure 4, the end structure 5, and the roof structure 6 are all made of an aluminum alloy. As shown in FIG. 1, the wife structure 5 includes a wife outer plate 51 in which an opening 51 a that allows a passenger to move between adjacent vehicle bodies (that is, the vehicle body 2 </ b> B) is formed. In addition, the vehicle body 2A includes a protruding member 20 as a collision energy dispersion element that disperses the collision energy loaded on the vehicle body 2A when the vehicle body 2A and the vehicle body 2B collide.

  4A is a schematic partial plan view of the frame 3 of the vehicle body 2A of the railway vehicle 1 shown in FIG. FIG. 4B is an arrow view of IVB-IVB shown in FIG. FIG. 4C is an arrow view of IVC-IVC shown in FIG. FIG. 4D is an arrow view of IVD-IVD shown in FIG. The underframe 3 has a pair of side beams 11, a floor plate 12, a pair of middle beams 13, and end beams 14.

  As shown in FIG. 4A, the pair of side beams 11 extend in the vehicle longitudinal direction on both sides in the vehicle width direction. The floor plate 12 is supported by the side beams 11 at both ends in the vehicle width direction. Further, as shown in FIG. 4A, the pair of middle beams 13 extends in the vehicle longitudinal direction between the side beams 11. The pair of intermediate beams 13 are provided symmetrically in the vehicle width direction while being separated from each other in the vehicle width direction. Further, as shown in FIG. 4C, the upper part of the middle beam 13 supports the lower surface of the floor plate 12. The end beam 14 extends in the vehicle width direction at the front end of the frame 3. As shown in FIG. 4C, the floor plate 12 and the side beams 11 have a double skin structure, and constitute a floor portion of the vehicle body 2A. Further, the end beam 14 is connected to the ends of the pair of side beams 11, the floor plate 12, and the middle beam 13 in the vehicle longitudinal direction. More specifically, as shown in FIG. 4D, the end beam 14 has a plate-like portion extending in the vehicle width direction, and a protruding member is formed on a surface 14a of the plate-like portion facing outward in the vehicle longitudinal direction. 20, a pair of side beams 11, a floor plate 12 and a middle beam 13 are in contact with the back surface 14b of the surface 14a.

  In the present embodiment, the projecting member 20 of the vehicle body 2 </ b> A includes a pair of first projecting members 21 and a pair of second projecting members 22. As shown in FIG. 4A, the pair of first projecting members 21 and the pair of second projecting members 22 are provided on the frame 3 of the vehicle body 2A in a state of projecting forward from the end beams 14 in the vehicle longitudinal direction. ing. As can be seen from FIGS. 4B and 4C, the pair of first projecting members 21 are provided at positions overlapping the pair of side beams 11 when viewed from the longitudinal direction of the vehicle. Further, each of the pair of first projecting members 21 overlaps the vehicle width direction end portion of the floor board 12 as viewed from the vehicle longitudinal direction. The pair of second projecting members 22 are provided at positions overlapping the pair of intermediate beams 13 as viewed from the vehicle longitudinal direction.

  2 and 3, the vehicle body 2B adjacent to the vehicle body 2A has a protruding member 30 as a collision energy dispersion element that disperses the collision energy applied to the vehicle body 2B when the vehicle body 2A and the vehicle body 2B collide. Have. In the present embodiment, the projecting member 30 of the vehicle body 2 </ b> B includes a pair of first projecting members 31 and a pair of second projecting members 32. The pair of first projecting members 31 and the pair of second projecting members 32 are provided on the frame 3 of the vehicle body 2 </ b> B in a state of projecting rearward in the vehicle longitudinal direction from the end beams 14. The first protrusion member 31 of the vehicle body 2B is provided so as to face the first protrusion member 21 of the vehicle body 2A, and the second protrusion member 32 of the vehicle body 2B is opposed to the second protrusion member 22 of the vehicle body 2A. Is provided.

  5A and 5B are a front perspective view and a rear perspective view of the first projecting member 21 on the vehicle body 2A side. The first projecting member 21 is formed in a substantially L shape in front view so as to overlap a part of the floor plate 12 and the side beam 11. On the front side of the first projecting member 21, a plurality of grooves 21b extending in the vehicle width direction and a protrusion 21a extending in the vehicle width direction and protruding forward adjacent to the groove 21b are formed.

  6A and 6B are a front perspective view and a rear perspective view of the first projecting member 31 on the vehicle body 2B side. The first protruding member 31 is formed so as to overlap the first protruding member 21 when viewed from the vehicle longitudinal direction. A plurality of groove portions 31b extending in the vehicle width direction and a protrusion portion 31a extending in the vehicle width direction and projecting forward adjacent to the groove portion 31b are formed on the front side of the first projecting member 31.

  The first projecting members 21 and 31 are formed such that the projecting portion 21a and the groove portion 31b face each other, and the projecting portion 31a and the groove portion 21b face each other. Therefore, when the vehicle body 2A and the vehicle body 2B collide, The part 21a contacts the concave surface of the groove part 31b, and the protrusion 31a contacts the concave surface of the groove part 21b. These first projecting members 21 and 31 also function as anti-climbers. Further, as shown in FIGS. 5B and 6B, the first projecting members 21 and 31 have a plurality of recesses 21c and 31c formed on the back side, respectively, for weight reduction. . The recesses 21c and 31c are positioned so as to overlap with the hollow portions in the cross section of the side beam 11 and the floor plate 12 having a double skin structure when viewed from the longitudinal direction of the vehicle.

  The first projecting members 21 and 31 and the second projecting members 22 and 32 have higher rigidity than the portions of the side beams 11, the floor plate 12, and the middle beam 13 that are overlapped when viewed from the longitudinal direction of the vehicle. In other words, the first projecting members 21, 31 and the second projecting members 22, 32 are compressed in the longitudinal direction of the vehicle as compared to the overlapping portions of the side beams 11, the floorboard 12 and the middle beam 13 as viewed from the longitudinal direction of the vehicle. It has a structure that is not easily plastically deformed by force. In the present embodiment, the first protruding members 21 and 31 and the second protruding members 22 and 32 are solid members formed by cutting an aluminum lump. For this reason, the first projecting members 21, 31 and the second projecting members 22, 32 can be made compact while increasing the rigidity of the first projecting members 21, 31 and the second projecting members 22, 32.

  FIG. 7 is a schematic partial enlarged perspective view of the vehicle body 2A. FIG. 8 is a partially enlarged perspective sectional view of the vehicle body 2A cut along the plane P1 shown in FIG. FIG. 9 is a partially enlarged perspective sectional view of the vehicle body 2A cut along the plane P2 shown in FIG. As shown in FIGS. 8 and 9, the end portion 11 a on the inner side in the vehicle width direction of the side beam 11 and the end portion 12 a in the vehicle width direction of the floor plate 12 are connected, so that the floor plate 12 is attached to the side beam 11. Supported. As shown in FIGS. 7 and 8, each of the pair of side beams 11 has a missing portion 11b in which an end portion in the longitudinal direction of the vehicle is partially cut and missing. Therefore, the side beam 11 is formed such that the cross-sectional area S1 (see FIG. 8) at the end in the vehicle longitudinal direction is smaller than the cross-sectional area S2 (see FIG. 9) at the center in the vehicle longitudinal direction. For this reason, the end part in the vehicle longitudinal direction of the side beam 11 can be easily plastically deformed with respect to the compressive force in the vehicle longitudinal direction, and the reaction force at the time of a collision can be reduced. In addition, a filling member 11c having a rigidity lower than that of the side beam 11 into which the gutter tube 15 is inserted is fitted in the missing portion 11b at the end of the side beam 11.

  The length D2 in the vehicle longitudinal direction of the second projecting members 22 and 32 is shorter than the length D1 in the vehicle longitudinal direction of the first projecting members 21 and 31 (see FIG. 7). That is, in the vehicle body 2A, the protrusion 21a of the first projecting member 21 is located at the foremost position in the vehicle body 2A. Further, in the vehicle body 2B, the protrusion 31a of the first protrusion member 31 is located at the rearmost position in the vehicle body 2B. For this reason, when the vehicle body 2A and the vehicle body 2B collide, the first projecting members 21 and 31 come into contact with each other first.

  FIG. 10 is a partial side view for explaining the collision between the vehicle body 2A and the vehicle body 2B in chronological order. FIG. 10A shows the positional relationship between the vehicle body 2A and the vehicle body 2B before the collision. At this time, the first projecting member 21 of the vehicle body 2A and the first projecting member 31 of the vehicle body 2B are opposed to each other with a space in the front-rear direction, and the second projecting member 22 of the vehicle body 2A and the first projecting member 31 of the vehicle body 2B are opposed to each other. The second projecting members 32 are opposed to each other with an interval in the front-rear direction.

  FIG. 10B shows the first contact in the case where the head of the railway vehicle 1 collides with an obstacle and the vehicle body 2A and the vehicle body 2B collide with each other in a ball shape. As shown in FIG. 10 (B), the first projecting members 21 and 31 arranged on both sides of the vehicle body 2A and the vehicle body 2B in the vehicle width direction first come into contact with each other. Since the length D2 of the second projecting members 22, 32 in the vehicle longitudinal direction is shorter than the length D1 of the first projecting members 21, 31 in the vehicle longitudinal direction, the second projecting members 22, 32 are in contact with each other at this time. Not done. The portions of the side beams 11, the floor plates 12, and the middle beams 13 that overlap the first projecting members 21 and 31 as viewed from the longitudinal direction of the vehicle are lower in rigidity than the first projecting members 21 and 31. For this reason, the overlapping portion is plastically deformed after the first projecting members 21 and 31 are in contact with each other, and partially absorbs the collision energy. On the other hand, the first protruding member 21 moves inward of the vehicle body 2A, and the first protruding member 31 moves inward of the vehicle body 2B. In this way, the second projecting members 22 and 32 are brought into contact with each other, which is the second stage contact.

  FIG. 10C shows the contact between the second projecting members 22 and 32 after the first projecting members 21 and 31 are in contact with each other. In FIG. 10C, the first projecting members 21 and 31 are omitted. The portions of the side beam 11, the floor plate 12, and the middle beam 13 that overlap the second projecting members 22 and 32 when viewed from the longitudinal direction of the vehicle are lower in rigidity than the second projecting members 22 and 32. For this reason, the overlapping portion is plastically deformed after the second projecting members 22 and 32 are in contact with each other, and partially absorbs the collision energy. On the other hand, the second projecting member 22 moves inward of the vehicle body 2B, and the second projecting member 32 moves inward of the vehicle body 2B. In this way, it moves to the contact between the end beams 14.

  FIG. 11 is a graph showing the relationship between the amount of compressive displacement of the vehicle body 2A and the reaction force generated in the vehicle body 2A when the vehicle body 2A and the vehicle body 2B collide with each other by a solid line. In the graph of FIG. 11, for comparison with the reaction force characteristic (example) of the present embodiment, the vehicle body 2A and the vehicle body 2B do not have the first projecting members 21, 31 and the second projecting members 22, 32, respectively. The reaction force characteristics (comparative example) in this case are indicated by broken lines. In the graph of FIG. 11, in order to facilitate comparison with the solid line showing the example, the broken line showing the comparative example is the contact between the end beams 14 in the example (d3 in FIG. 11) and the end in the comparative example. The time points of contact between the beams 14 are shown to match.

  In the present embodiment, as shown in FIG. 11, when the vehicle body 2 </ b> A and the vehicle body 2 </ b> B collide, first, the first projecting members 21 and 31 first come into contact with each other (d <b> 1 in FIG. 11). The impact energy is imparted to the vehicle body 2A by the impact, but the second projecting members 22 and 32 immediately contact each other (d2 in FIG. 11). Finally, the end beams 14 come into contact with each other (d3 in FIG. 11). As described above, in the present embodiment, when the vehicle bodies 2A and 2B collide, the first projecting members 21 and 31 contact each other, the second projecting members 22 and 32 contact each other, and the end beams 14 contact each other in this order. Since the contact is made in stages, the contact reaction force can be prevented from increasing instantaneously, and the maximum acceleration at the time of collision can be reduced. Thus, in the case of the embodiment, compared with the comparative example in which the end beams 14 are in contact with each other from the beginning, the reaction force can be prevented from increasing instantaneously and the maximum acceleration at the time of collision can be reduced. it can.

  According to the configuration described above, when the vehicle bodies 2A and 2B connected to each other collide with each other, first, the projecting member 20 (21, 22) protruding outward in the vehicle longitudinal direction from the vehicle body 2A is attached to the vehicle body 2A. The adjacent vehicle body 2B comes into contact. Here, at least one of the side beam 11, the middle beam 13, and the floor board 12 overlaps with the protruding member 20 when viewed from the longitudinal direction of the vehicle, and the rigidity of the overlapping portion is higher than the rigidity of the protruding member 20. Low. For this reason, when the vehicle body 2B comes into contact with the protruding member 20, the overlapped portion is deformed, the collision energy is partially absorbed, and then the end beams 14 come into contact with each other. Thus, since the vehicle bodies 2A and 2B come into contact with each other in stages, the reaction force can be prevented from increasing instantaneously, and the maximum acceleration at the time of collision can be reduced.

  Furthermore, in this embodiment, before the end beams 14 come into contact with each other, the first projecting member 21 is first loaded with collision energy, and then the second projecting member 22 shorter than the first projecting member 21 is loaded with collision energy. Is done. In this way, contact is made in stages before contact between the end beams 14, so that the energy at the time of collision is dispersed and the peak of the reaction force is reduced, so that the maximum acceleration can be further reduced. .

  Further, since the first projecting members 21 that collide first are arranged at both ends in the vehicle width direction, the posture of the vehicle body 2A after the collision in the yawing direction can be stabilized.

  The above-described embodiment is an example in all respects, and should be considered not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  For example, in the above-described embodiment, both the vehicle body 2A and the vehicle body 2B connected to each other include the protruding member as the collision energy dispersion element, but only one of the vehicle body 2A and the vehicle body 2B has the protruding member. You may have.

  In addition, the vehicle body 2A of the above embodiment is configured to include two types of projecting members (first projecting member 21 and second projecting member 22) having different lengths in the longitudinal direction of the vehicle as a collision energy dispersion element. The configuration may include only one type of protruding member (for example, the first protruding member 21). Further, the vehicle body 2A may be configured to include three or more types of protruding members having different lengths in the vehicle longitudinal direction. For example, the vehicle body of the railway vehicle of the present invention includes a protruding member that overlaps the side beam as viewed from the vehicle longitudinal direction, a protruding member that overlaps the middle beam, and a protruding member that overlaps the floor plate. The lengths in the longitudinal direction may be different from each other.

  Although the vehicle body of the above embodiment includes the pair of middle beams 13 connected to the end beams 14, the number of the middle beams 13 connected to the end beams 14 may be one. Moreover, in the said embodiment, although the cross-sectional area of the edge part of the side beam 11 in a vehicle longitudinal direction was smaller than the cross-sectional area of the center part of the side beam 11 in a vehicle longitudinal direction, the edge part of the side beam 11 and the side beam 11 The cross-sectional areas of the central portions of each may be the same. Moreover, in the said embodiment, although the projection member 20 was a solid member, it is not limited to this, The projection member 20 overlaps seeing from the vehicle longitudinal direction among the side beam 11, the floor board 12, and the middle beam 13. A hollow member may be used as long as higher rigidity than the portion can be secured.

DESCRIPTION OF SYMBOLS 1 Railcar 2A, 2B Car body 11 Side beam 12 Floor board 13 Middle beam 14 End beam 20,30 Projection member 21,31 1st projection member 22,32 2nd projection member

Claims (5)

A pair of side beams extending in the longitudinal direction of the vehicle;
A floor board in which both ends in the vehicle width direction are supported by the side beams;
A middle beam located between the side beams and extending in the longitudinal direction of the vehicle;
End beams extending in the vehicle width direction, connected to the vehicle longitudinal direction end portions of the side beams, the middle beams, and the floor board,
At least provided on the end beam in a state of projecting outward from the end beam in the vehicle longitudinal direction at a position overlapping at least one of the side beams, the middle beam, and the floor plate as viewed from the vehicle longitudinal direction. One projecting member,
The projecting member has a higher rigidity than a portion of each of the side beams, the middle beam, and the floor plate that overlaps the projecting member when viewed from the longitudinal direction of the vehicle. The at least one projecting member includes at least one first projecting member provided at a position overlapping at least one of the side beams, the middle beam, and the floor plate as viewed from the vehicle longitudinal direction, and the vehicle longitudinal direction. And at least one second projecting member provided at a position different from the first projecting member, which overlaps at least one of each of the side beams, the middle beam and the floor plate as viewed from
2. The vehicle body of the railway vehicle according to claim 1, wherein a length of the second projecting member in the vehicle longitudinal direction is shorter than a length of the first projecting member in the vehicle longitudinal direction. The at least one first projecting member is a pair of first projecting members provided at positions overlapping with the pair of side beams as viewed from the longitudinal direction of the vehicle,
3. The vehicle body of the railway vehicle according to claim 2, wherein the at least one second projecting member is provided at a position overlapping the intermediate beam as viewed from the longitudinal direction of the vehicle. The at least one protruding member is provided at a position overlapping the side beam;
The vehicle body of the railway vehicle according to any one of claims 1 to 3, wherein the side beam has a cross-sectional area at an end portion in a vehicle longitudinal direction that is smaller than a cross-sectional area at a central portion in the vehicle longitudinal direction.   The vehicle body of the railway vehicle according to any one of claims 1 to 4, wherein the at least one protruding member is a solid member.

Images