JP2017200788A - Railway vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a railway vehicle capable of preventing a side body structure from being torn off from a corner strut in offset collision with a simple structure.SOLUTION: A railway vehicle comprises a side body structure having an outside surface plate part of extending in the vehicle body longitudinal direction and an inside surface plate part arranged on the inside in the vehicle width direction of the outside surface plate part and in parallel to the outside surface plate part, a gable end body structure including a gable end outer plate respectively positioned in both end parts in the vehicle body longitudinal direction and a corner strut connected to the side body structure and the gable end outer plate adjacent by being positioned in the corner of a vehicle body and a guide member provided on a gable end surface of the gable end outer plate and inclined to the gable end surface. The corner strut comprises an inclined part of extending in the vehicle body longitudinal direction and inclined outward in the vehicle width direction toward the outside surface plate part and a support part positioned on the inside in the vehicle width direction from the inclined part and extending in the vehicle body longitudinal direction, and the support part has rigidity higher than the inclined part.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a railway vehicle, and more particularly, to a railway vehicle with offset collision countermeasures taken.

  As shown in FIG. 8, an intermediate connection vehicle 401 of one railcar 400 out of two railcars 400 and 500 traveling opposite each other derails from the track, and a part of the other railcar 500 (for example, an intermediate connection) A collision that collides with the vehicle 501) is referred to as an offset collision. In the field of railway vehicles, various countermeasures have been taken against this offset collision. For example, a railway vehicle as disclosed in Patent Document 1 is known. The railway vehicle of Patent Document 1 has a double skin structure vehicle body having an inner skin and an outer skin, and a guide plate as a guide member is disposed in front of the corner pillar. Furthermore, in the railway vehicle of Patent Document 1, a folding slit is formed in the inner skin of the side structure, and the side structure is bent inward in the vehicle width direction when an offset collision occurs. As a result, the side structure is bent inward in the vehicle width direction at the time of an offset collision, and the opponent vehicle is prevented from entering the vehicle.

Patent No. 5225774 specification

  In the railway vehicle of Patent Document 1, it is necessary to perform notch formation and waterproof treatment to form a folding slit in the inner skin, and the structure is complicated. Therefore, in the railway vehicle of Patent Document 1, the degree of freedom in designing the interior of the vehicle body is limited, and the manufacturing cost increases due to an increase in production man-hours and strength verification items.

  Accordingly, an object of the present invention is to provide a railway vehicle that has a simple structure and can prevent an opponent vehicle from entering the vehicle at the time of an offset collision.

  The railcar of the present invention includes a side structure having an outer side plate portion extending in the longitudinal direction of the vehicle body, and an inner side plate portion arranged inward of the outer side plate portion in the vehicle width direction and parallel to the outer side plate portion. A wife structure including a wife outer plate located at both ends in the longitudinal direction of the vehicle body, and a corner post connected to the side structure adjacent to the corner of the vehicle body and the wife outer plate, A guide member that is provided on the end face of the end face plate and is inclined with respect to the end face, wherein the corner column extends in a longitudinal direction of the vehicle body and extends in the vehicle width direction toward the outer side face plate portion. An inclined portion that is inclined outward, and a support portion that is located on the inner side in the vehicle width direction than the inclined portion and extends in the longitudinal direction of the vehicle body, and the support portion has higher rigidity than the inclined portion. It is what you have.

  According to the present invention, when a load acts on the corner column from the outer side in the longitudinal direction of the vehicle body, the load acts mainly on the side structure via the support portion. When a load is applied to the corner pillar from the outside in the longitudinal direction of the vehicle body, the outer side plate portion of the side structure connected to the corner pillar is inclined because the outer side of the corner pillar in the vehicle width direction is inclined and the rigidity is lower than the inner side in the vehicle width direction. As compared with the above, a larger load can be applied to the inner side surface plate portion, and the side structure can be bent inward in the vehicle width direction. As a result, the side structure can be bent inward in the vehicle width direction even when a load is applied to the corner post when the opponent vehicle is pushed outward in the vehicle width direction by the guide member at the time of an offset collision, and the side structure is moved outward. It is possible to prevent the other party's railway vehicle from entering the vehicle by warping. Thus, it is possible to prevent the counterpart railway vehicle from entering the vehicle at the time of an offset collision while configuring the rail vehicle with a simple structure.

  According to the present invention, it is possible to prevent the opponent vehicle from entering the vehicle at the time of an offset collision with a simple structure.

It is the front view which looked at the structure of the rail car of a 1st embodiment concerning the present invention from the front. It is sectional drawing which cut | disconnected the structure of the rail vehicle of FIG. 1 by cut | disconnecting along the cutting line II-II. It is the figure which looked at the wife structure of the railway vehicle of FIG. 1 from the vehicle body longitudinal direction inner side. It is an expanded sectional view which expands and shows the lower part vicinity of a corner pillar at the time of cut | disconnecting the structure of the rail vehicle of FIG. 2 by cutting line IV-IV. It is an expanded sectional view which expands and shows the upper part vicinity of a corner pillar at the time of cut | disconnecting the structure of the rail vehicle of FIG. 2 by cutting line IV-IV. It is the figure which looked at the state just before a rail vehicle offset collision from the vehicle width direction outer side, (a) shows the case where one vehicle derails, (b) is the railway of embodiment which concerns on this invention It is a figure which shows the case where a vehicle derails. It is the schematic which shows the state of the corner pillar vicinity before and after the offset collision of a railway vehicle, (a) shows the state before and after the offset collision of the railway vehicle of FIG. 1, (b) is a prior art. The state before and after the offset collision of the railway vehicle is shown. It is the figure which looked at the state when two rail vehicles which run opposite each other have an offset collision from above.

  Hereinafter, a railway vehicle 1 according to an embodiment of the present invention will be described with reference to the drawings. In addition, the concept of the direction used in the following description corresponds to the concept of the direction when the traveling direction of the railway vehicle 1 is the front and the front is facing the front. Here, the longitudinal direction of the vehicle body corresponds to the vehicle body longitudinal direction (hereinafter referred to as “longitudinal direction”) that is bidirectional, and the lateral direction of the vehicle body corresponds to the vehicle width direction that is bidirectional. Further, the outer side in the longitudinal direction is a direction from the inside of the vehicle toward the outside of the vehicle, and the inner side in the longitudinal direction is the opposite direction. Further, the outward in the vehicle width direction is a direction from the inside of the vehicle toward the outside of the vehicle in both directions, and the inward in the vehicle width direction is the opposite direction. Moreover, the rail vehicle 1 demonstrated below is only one Embodiment of this invention. Therefore, the present invention is not limited to the embodiments, and additions, deletions, and changes can be made without departing from the spirit of the invention.

[Railway vehicles]
In the railway vehicle 1, a plurality of vehicles are connected, and an intermediate vehicle is provided between the first and last vehicles. Each vehicle has two carriages (not shown) configured to be able to travel on the track. The two carriages are located apart from each other in the longitudinal direction in each vehicle, and the vehicle body 2 is placed on them via an air spring (not shown). The vehicle body 2 has a substantially rectangular parallelepiped shape, that is, a box shape, in which a space for accommodating passengers or cargo is formed. The vehicle body 2 is composed of a so-called double skin structure, and includes a frame 3, a pair of left and right side structures 4, 4, a pair of front and rear wives structures 5, 5, and a roof structure 6 (see FIG. 6 described later). ing.

  The underframe 3 has a generally rectangular shape in plan view, and an inner skin and an outer skin (both not shown) are arranged at intervals in the vehicle vertical direction (hereinafter also simply referred to as “vertical direction”). Then, they are constituted by connecting them with ribs (not shown). The frame 3 configured in this way constitutes the bottom of the vehicle body 2 and is placed on the two carts via air springs. Further, as shown in FIG. 2, side structures 4 are erected at both left and right ends of the frame 3, and wife structures 5 are erected at both front and rear ends of the frame 3. That is, the end structures 5 are located at both ends in the longitudinal direction, and the side structures 4 are located at both ends in the vehicle width direction. The end structure 5 and the side structure 4 are connected to each other to form a rectangular outer frame in plan view, and a roof structure 6 is provided on the side structure 4 and the end structure 5. In this manner, the box-shaped vehicle body 2 is configured by arranging the frame 3, the pair of side structures 4, 4, the pair of wife structures 5, 5, and the roof structure 6. Below, the structure of the side structure 4 and the wife structure 5 is demonstrated in detail.

  The side structure 4 has an outer skin 4a, an inner skin 4b, and a rib 4c. The outer skin 4a, which is the outer side plate portion, is a rectangular plate member that is substantially long in the front-rear direction when viewed from the left or right side, and the upper and lower portions are inclined inward in front view. Yes. The lower end of the outer skin 4 a is connected to the frame 3, and the upper end extends to the roof structure 6. The inner skin 4b, which is the inner side surface plate portion, has substantially the same shape as the outer skin 4a. That is, the inner skin 4b is a rectangular plate member that is long in the front-rear direction when viewed from the left or right side. Moreover, the lower end of the inner skin 4 b is connected to the frame 3, and the upper end extends to the roof structure 6.

  Each of the outer skin 4a and the inner skin 4b configured as described above is disposed on the outer side and the inner side in the vehicle width direction so as to be along each other in the vehicle width direction. A plurality of ribs 4c are disposed between the outer skin 4a and the inner skin 4b, and the outer skin 4a and the inner skin 4b are connected by the plurality of ribs 4c. Wife structures 5 and 5 are connected to both ends in the longitudinal direction of the outer skin 4a and the inner skin 4b to be coupled, that is, both ends in the longitudinal direction of the side structure 4.

  As shown in FIG. 3, the wife structure 5 includes a wife outer plate 11, an arch girder 12, a through-pass column 13, a frame 14, and a corner column 15. As shown in FIG. 1, the wife outer plate 11 is a substantially inverted U-shaped plate member as viewed from the front, and is erected on the frame 3. Further, an arch girder 12 is bridged between the upper ends of the pair of side structures 4, 4, and the upper end of the wife outer plate 11 extends to the arch girder 12. Moreover, the space at the center of the left and right sides of the outer skin 11 forms a through passage 11a, and through passage pillars 13 are respectively provided along the through passage 11a on both sides in the vehicle width direction of the through passage 11a. The through-pass column 13 extends in the vertical direction from the underframe 3 to the arch girder 12, and a girder 14 is provided on the upper side of the through-passage 11 a so as to pass between these two through-pass columns 13. . In addition, a pair of corner posts 15 are provided at both ends of the wife outer plate 11 in the vehicle width direction.

  The corner pillars 15 are respectively positioned at both ends of the end structure 5 in the longitudinal direction, and are erected on the frame 3 so as to be positioned at the four corners of the frame 3 (that is, the four corners of the vehicle body 2). The corner column 15 is connected to each of the left end portion and the right end portion in the longitudinal direction of the end face plate 11, and is further joined to the adjacent side structures 4, 4. That is, the corner post 15 is joined to the end face plate 11 and the side structure 4 to connect the end face plate 11 and the side structure 4. The corner column 15 configured as described above includes a corner column shape member 21 and a plurality of support plates 22 and 23.

  The corner column shape member 21 is a member extending in the vertical direction, and an upper portion and a lower portion are inclined inward in the vehicle width direction along the tip portion of the side structure 4, and covers the tip portion of the side structure 4 from the front. ing. The corner post 21 arranged in this way has a wife connection part 31, an inclined part 32, and a side connection part 33. The wife connection portion 31 is a portion that extends in the vehicle width direction that constitutes the distal end portion of the corner column shape member 21. A step portion 31a that is recessed inward in the longitudinal direction is formed at the inner end in the vehicle width direction of the wife connection portion 31, and the end portion in the longitudinal direction of the wife outer plate 11 is located outside the longitudinal direction in this step portion 31a. It is connected by welding in a state where it abuts from one side. Further, the end of the wife connection portion 31 on the outer side in the vehicle width direction is connected to the inclined portion 32.

  The inclined portion 32 extends in the longitudinal direction, and inclines outward in the vehicle width direction from the end connection portion 31 toward the outer skin 4a of the side structure 4 in the longitudinal direction. A plurality of ribs 32 b are formed on the surface of the inclined portion 32 facing inward in the vehicle width direction, that is, the inner surface 32 a of the inclined portion 32. The rib 32b protrudes inward in the vehicle width direction from the inner surface 32a, and the plurality of ribs 32b are formed straight along the longitudinal direction so that end surfaces on the inner side in the vehicle width direction are located at the same height. . By forming the plurality of ribs 32b in this manner, a recess 32c is formed between the adjacent ribs 32b of the inclined portion 32.

  Further, the surface of the inclined portion 32 that faces outward in the vehicle width direction, that is, the outer surface 32d of the inclined portion 32 is outward in the vehicle width direction from the end connection portion 31 toward the outer skin 4a of the side structure 4 in the longitudinal direction. The step portion 32e is formed on the inner side in the longitudinal direction of the outer surface 32d. Unlike the remaining portion of the outer surface 32d, the step portion 32e is formed along the longitudinal direction. The step portion 32e is recessed inward in the vehicle width direction by the thickness of the outer skin 4a, and the tip portion of the outer skin 4a is in contact with and connected to the step portion 32e. In this manner, the inclined portion 32 has the end portion on the outer side in the longitudinal direction connected to the end connection portion 31, and the outer skin 4a of the side structure 4 connected to the end on the inner side in the longitudinal direction by welding. Further, the side connection portion 33 is connected to the step portion 32 e of the inclined portion 32.

  The side connection portion 33 is formed in an approximately L shape in plan view, and includes a support portion connection portion 33a and an inner skin connection portion 33b. The support portion connecting portion 33a extends inward in the vehicle width direction from the step portion 32e of the inclined portion 32. In the side structure 4, the inner skin 4b is shorter than the outer skin 4a, and the tip of the inner skin 4b is retracted inward in the longitudinal direction from the tip of the outer skin 4a. The support portion connecting portion 33a is disposed at an interval outward in the longitudinal direction at the tip of the inner skin 4b. Moreover, the inner skin connection part 33b is connected with the edge part of the vehicle width direction inside of the support part connection part 33a. The inner skin connecting portion 33b extends inward in the longitudinal direction along the inner skin 4b and is in contact with the inner surface of the inner skin 4b. That is, the inner skin connecting portion 33b is covered from the inner side in the vehicle width direction on the front end of the inner skin 4b, and the vicinity of the outer end in the longitudinal direction of the inner skin connecting portion 33b is welded to the front end of the inner skin 4b. It is connected.

  The corner column member 21 configured as described above is formed in a substantially U shape having a large groove that opens inward in the vehicle width direction, and the support connecting portion 33a of the side connecting portion 33 and the wife connecting portion 31 are formed. Are arranged substantially parallel to each other and face each other in the longitudinal direction. Between the support part connection part 33a and the wife connection part 31, the 1st support plate 22 or the 2nd support plate 23 interposes them so that it may span.

  The first support plate 22 and the second support plate 23 are rectangular plate members in a side view extending in the up-down direction, and have higher rigidity (that is, higher yield stress) than the inclined portion 32 of the corner post 21. The material and thickness are set. In this embodiment, the corner post 21 is made of an aluminum alloy 5083, and the first support plate 22 and the second support plate 23 are made of an aluminum alloy 7N01. Moreover, the 1st support plate 22 and the 2nd support plate 23 are arrange | positioned in the up-down direction in the one corner pillar 15 so that it may mention later, and the 1st support plate 22 and the 1st support plate 22 according to the arrange | positioned position. 2 The thicknesses of the support plates 23 are different from each other. In addition, the thickness of the 1st support plate 22 is larger than the thickness of the 2nd support plate 23, and is about 2.5 times in this embodiment. Further, the first support plate 22 and the second support plate 23 are located inward in the vehicle width direction from the inclined portion 32. That is, both the first support plate 22 and the second support plate 23 have one end in the longitudinal direction connected to the inner surface in the longitudinal direction of the wife connection portion 31 and the other end in the longitudinal direction of the support connection portion 33a of the side connection portion 33. Connected to the outer surface in the longitudinal direction.

  The first support plate 22 and the second support plate 23 connected in this way are both connected to the inner end of the support portion connecting portion 33a in the vehicle width direction, and the first support plate 22 is connected to the inner skin 4b. It is arranged on an extension line in the longitudinal direction. On the other hand, the second support plate 23 is arranged slightly shifted inward in the vehicle width direction with respect to the inner skin 4b. A recess 31b that is recessed outward in the longitudinal direction from the step portion 31a is formed on the inner surface in the longitudinal direction of the wife connection portion 31 and is connected to the inclined portion 32. Therefore, the rigidity of the inclined portion 32 and the wife connection portion 31 can be further reduced as compared with the first support portion 22 and the second support portion 23. Further, the second support plate 23 does not necessarily have to be shifted and may be disposed on the longitudinal extension line of the inner skin 4b.

  As shown in FIGS. 4 and 5, the first support plate 22 and the second support plate 23 arranged in this way are arranged at different positions in the longitudinal direction in the corner column shape member 21. That is, the first support plate 22 has a portion of the opponent vehicle 101 where the vehicle body 102 has high rigidity, for example, the underframe 103, the waist plate 116, and the eaves girder 117, as shown in FIGS. In this embodiment, the portion 16 corresponding to the waist plate height of the columnar member 21 (the waist plate 116 is a portion from the lower side of the window 118 to the upper end of the underframe 103 in the side structure (see FIG. 6 (a)), the waist plate height equivalent portion 16 is a waist plate 116 of the opponent vehicle 101 in the vehicle body 2 when the railcar 1 is positioned lower than the opponent vehicle 101 and causes an offset collision as shown in FIG. 6 (a). Is equivalent to the eaves girder height equivalent part 17 (the eaves girder 117 is a part from the upper end of the window 118 and the door to the roof structure 106 in the side structure (FIG. 6 ( b) Reference The eaves girder height equivalent portion 17 is assumed that the eaves girder 117 of the opponent vehicle hits the vehicle body 2 when the railcar 1 is positioned higher than the opponent vehicle 101 and causes an offset collision as shown in FIG. Means the part that is). In addition, the second support plate 23 has a window height equivalent portion 18 between the upper and lower two first support plates 22 (the window height equivalent portion 18 is a window 118 of the opponent vehicle that hits the vehicle body 2 during an offset collision. 6 (a) and 6 (b)), the positions of the support plates 22 and 23 are also shown in FIG. Only the positions of 15 support plates 22 and 23 are shown.

  The first support plate 22 and the second support plate 23 arranged in this way are arranged in the vertical direction along the inner skin 4b in a front view, and the upper and lower ends of the support plates 22 and 23 are adjacent to each other. The support plates 23 and 22 are connected to each other. By arranging the first support plate 22 and the second support plate 23 in this way, the support portion 24 extending in the vertical direction from the frame 3 to the eaves girder is configured. It is interposed between the wife connection part 31 and the side connection part 33 so as to stretch. A guide member 7 is provided in front of the corner post 15 and the end structure 5 configured in this manner to push the counterpart railway vehicle that undergoes an offset collision outward in the vehicle width direction.

  The guide member 7 extends in the vertical direction, and the upper and lower portions are inclined in the same manner as the side structure 4 and the corner post 15. The guide member 7 is mainly disposed in front of the end portion in the vehicle width direction of the wife structure 5, the connection portion between the end portion in the vehicle width direction of the end plate 11 and the corner post 15, and the vehicle of the end plate 11. The vicinity of the end in the width direction is covered from the outside of the vehicle. In the railcar 1, the traveling direction is reversed between the forward path and the return path, so that the pair of corner posts 15 positioned on the rear side on the forward path are positioned on the front side on the return path. Therefore, the guide members 7 having the same shape are provided symmetrically in the front-rear direction and in the left-right direction in order to take countermeasures against the offset collision both in the forward path and in the return path. Hereinafter, only one guide member 7 located on the front left side will be described, and description of the other guide members 7 will be omitted.

  As shown in FIG. 2, the guide member 7 is a plate member formed in a substantially triangular shape in plan view, and includes an inclined portion 7a, a connecting portion 7b, and two mounting ribs 7c and 7d. The inclined portion 7a is a plate-like portion that extends substantially in the vehicle width direction, and an end portion on the outer side in the vehicle width direction is connected to the outer surface in the longitudinal direction of the end connection portion 31 of the corner post 21. Yes. In addition, the inclined portion 7a extends away from the wife outer plate 11 as it goes inward in the vehicle width direction from the wife connection portion 31, that is, to incline outward in the longitudinal direction. The inclined portion 7a inclined in this way covers the end portion of the end face plate 11 in the vehicle width direction from the outside in the longitudinal direction. Moreover, the connection part 7b is connected with the edge part of the vehicle width direction inside of the inclination part 7a. The connecting portion 7 b extends in the longitudinal direction from the end portion on the inner side in the vehicle width direction of the inclined portion 7 a, and the end surface on the inner side in the longitudinal direction is in contact with and connected to the outer surface of the wife outer plate 11. Two mounting ribs 7c and 7d are integrally provided on the inner surface in the longitudinal direction of the inclined portion 7a.

  The two attachment ribs 7c and 7d are members that extend inward in the longitudinal direction from the inclined portion 7a, and are arranged at intervals in the vehicle width direction. The two mounting ribs 7c and 7d are formed with foot portions 7e and 7f extending in the vehicle width direction at the ends on the outer side in the longitudinal direction, and the foot portions 7e and 7f are brought into contact with the outer surface of the wife outer plate 11. Connected. In this way, the inclined portion 7a is reinforced by interposing the two attachment ribs 7c and 7d between the inclined portion 7a and the end face plate 11, and the inclined portion 7a is prevented from bending.

  With respect to the railway vehicle 1 configured as described above, a description will be given of a case in which the railway vehicle 101 traveling oppositely collides as shown in FIG. One of the two railway vehicles 1 and 101 that run opposite to each other (for example, the railway vehicle 101) derails, and one of the railway vehicles 101 may collide with the other railway vehicle 1 that runs on the track. . At this time, when the railway vehicles 1 and 101 are provided with the guide members 7, the guide members 7 and 107 come into contact with each other. Then, since each guide member 7 inclines mutually, the force which pushes the other side rail vehicle 101,1 to the vehicle width direction outward from the own rail vehicle 1,101 is generated. At this time, a large load acts on the guide member 7 inward in the longitudinal direction, and the guide member 7 is pushed inward in the longitudinal direction. Further, the load received by the guide member 7 acts on the corner post 15 from the guide member 7. Even when the counterpart railway vehicle 100 does not include the guide member 107, the rail vehicle 1 is driven by the guide member 7 with respect to the counterpart rail vehicle 101 in the vehicle width direction. Generate force to push outward. At that time, a large load acts on the corner post via the guide member 7.

  As shown in FIG. 7B, in the conventional railway vehicle, the load received by the guide member 207 is directly transmitted to the side structure 204 via the corner post 215. That is, a substantially larger load is applied to both the outer skin 204a and the inner skin 204b of the side structure 204, and more specifically, the outer skin 204a has a slightly larger load. By doing so, the side structure 204 is deformed so as to warp outward in the vehicle width direction (see a two-dot chain line in FIG. 7B). Then, the counterpart railway vehicle 301 comes into contact with the tip of the side structure 204 pushed outward in the vehicle width direction, and the side structure 204 of the railway vehicle 301 is peeled off from the wife structure 205.

  On the other hand, in the corner column 15 of the railway vehicle 1, the support plates 22 and 23 having high rigidity are disposed inward in the vehicle width direction of the inclined portion 32 that inclines. That is, the outer side in the vehicle width direction of the corner post 15 is formed to be inclined and less rigid than the inner side in the vehicle width direction. Therefore, when a load at the time of an offset collision acts on the side structure 4 via the corner post 15, the load can be applied to the side structure 4 mainly via the support plates 22 and 23. That is, the load applied to the support plates 22 and 23 can be larger than that of the inclined portion 32, and a larger load can be applied to the inner skin 4b than to the outer skin 4a. As a result, in the case of an offset collision, the guide member 7 generates a force that pushes the other rail vehicle 101 outward in the vehicle width direction, and the side structure 4 is deformed so that the side structure 4 bends inward in the vehicle width direction. (See the two-dot chain line in FIG. 7A). As a result, the counterpart railway vehicle 101 can be pushed outward in the vehicle width direction without being brought into contact with the tip portion of the side structure 4.

  Thus, the railway vehicle 1 can configure the vehicle body 2 with a simple structure without forming a cutout or the like in the side structure 4, and prevents the side structure 4 from being peeled off from the corner post 15 at the time of an offset collision. be able to. Thus, since the vehicle body 2 can be configured with a simple structure, the degree of freedom of interior design can be improved, and the number of manufacturing steps can be reduced. Moreover, since it is not necessary to form a notch in the side structure 4, the strength of the side structure 4 can be ensured, and the occurrence of cracks due to fatigue or the like can be suppressed.

  Moreover, in the railway vehicle 1, both longitudinal ends of the support plates 22 and 23 are connected to the support connection portion 33a of the wife connection portion 31 and the side connection portion 33, and the support plates 22 and 23 are connected to the support portion connection portion. It is connected to the inner skin 4b through 33a. Therefore, the load acting on the guide member 7 can be transmitted from the wife connection portion 31 to the support plates 22 and 23 and further to the inner skin 4b via the support portion coupling portion 33a. In this way, the load received during the offset collision can be reliably transmitted to the inner skin 4b, and the side structure 4 can be deformed so that the side structure 4 bends inward in the vehicle width direction during the offset collision.

  Moreover, in the rail vehicle 1 of this embodiment, the 1st support plate 22 is arrange | positioned on the longitudinal direction extension line of the inner skin 4b. Therefore, the longitudinal load received by the first support plate 22 can be transmitted to the inner skin 4b as it is through the first support plate 22. Therefore, it is possible to further suppress the side structure 4 from being deformed so as to warp outward in the vehicle width direction.

  Furthermore, in the railway vehicle 1 of this embodiment, since the inclined portion 32 is formed thinner than the support plates 22 and 23, the rigidity of the inclined portion 32 can be suppressed lower than that of the support portion. On the other hand, by forming a plurality of ribs 32b extending in the vertical direction on the inner surface 32a in the inclined portion 32, the rigidity of the inclined portion 32 in the longitudinal direction of the vehicle body (more specifically, the rigidity in the direction along the inclined surface) is increased. Without increasing, the rigidity of the inclined portion 32 as a surface can be improved.

  Moreover, in the rail vehicle 1 of this embodiment, the 1st support plate 22 is arrange | positioned in the up-down direction around the lower part of the corner post-shaped material 21, more specifically in the part equivalent to the waist plate height. When the railcar 1 derails and makes an offset collision with the counterpart railcar 101, the hipboard height equivalent portion 16 hits the frame 103 and the hipplate 116 of the counterpart railcar 101. Since the first support plate 22 is disposed at the portion corresponding to the frame 103 and the waist plate 116 configured with high rigidity, a large load can be applied to the inner skin 4b through the first support plate 22 at the time of an offset collision. The effect of bending the inner skin 4b inward in the vehicle width direction can be further improved.

  Furthermore, in the railway vehicle 1 of the present embodiment, the support portions 22 and 23 having different thicknesses are arranged at different positions in the vertical direction to constitute the support portion 24. That is, the thick first support plate 22 is mainly disposed in the waist plate height equivalent portion 16 and the eaves girder height equivalent portion 17, and the small second support plate 23 is mainly disposed in the window height equivalent portion. Has been. By using the support plates 22 and 23 having different thicknesses as described above, the corner post 15 can be reduced in weight.

  Further, in the railway vehicle 1, the end of the guide member 7 on the outer side in the vehicle width direction is connected to the end connection part 31 of the corner post 21 to partially cover the end connection part 31. Thereby, it can suppress that the other party rail vehicle 101 hooks the wife connection part 31 of the corner pillar 15 at the time of an offset collision. Moreover, since the surface of the corner pillar 15 on the outer side in the vehicle width direction is inclined by the inclined portion 32, it is possible to prevent the counterpart rail vehicle 101 from contacting the outer surface of the corner pillar 15 in the vehicle width direction. it can.

<Other embodiments>
In the railway vehicle 1 of the present embodiment, the guide member 7 covers only a part of the corner post 15 in a front view, but may be arranged so as to cover the entire corner post 15. Moreover, although the support part 24 is formed so that thickness may differ in an up-down direction, it is not necessary to necessarily differ in thickness. Further, the support portion 24 does not need to extend from the underframe 3 to the vicinity of the eaves girder, and only the waist plate height equivalent portion 16 of the corner column shape member 21 may be arranged, and the first support in the vertical direction. You may be comprised by arrange | positioning the board 22 at intervals. In this embodiment, the corner pillars 15 are arranged at the four corners of the frame 3, but it is not always necessary to arrange them at all four corners. For example, in the case of the leading vehicle, it may be formed only at two corners facing the intermediate connection vehicle.

  Further, the corner post 15 is formed in a substantially trapezoidal shape in a plan view, but may be formed in a triangular shape and may have the inclined portion 32. The inclined portion 32 does not necessarily have the rib 32b. If the rib 32b is not provided, the inclined portion 32 may be increased in thickness to obtain rigidity. In the present embodiment, the rib 32b is formed so that a gap is provided between the front end surface of the rib 32b and the support portion 24. However, the front end surface of the rib 32b may be in contact with the support portion 24. Good. However, the effect of bending the side structure 4 inward is higher when the gap is larger.

  Further, although the support plates 22 and 23 are interposed so as to be stretched between the wife connection portion 31 and the support portion coupling portion 33a of the side connection portion 33, it is not always necessary to dispose such support plates. For example, the end portions on the inner side in the longitudinal direction of the support plates 22 and 23 may be brought into contact with the inner surface in the width direction of the side connection portion 33 and connected by welding or the like. Even if comprised in this way, the load which acts on the guide member 7 at the time of an offset collision can be transmitted to the inner skin 4b via the support plates 22 and 23, and the side structure 4 is bent inward in the vehicle width direction. Can do.

  Moreover, although the case where the vehicle body 2 is configured with a double skin structure has been described in the railway vehicle 1 of the present embodiment, the structure of the vehicle body 2 is not necessarily limited to the double skin structure. For example, the vehicle body 2 to which a semi-double skin structure in which a part of the inner skin 4b is integrally formed with the outer skin 4a in the longitudinal direction may be applied, and the inner skin arranged at intervals in the vehicle width direction. What is necessary is just a structure structure which has 4b and the outer skin 4a.

DESCRIPTION OF SYMBOLS 1 Railcar 2 Car body 4 Side structure 4a Outer skin 4b Inner skin 5 Wife structure 7 Guide member 15 Corner pillar 17 Waist board 24 Support part 31 Wife connection part 32 Inclination part 32b Rib 33 Side connection part

Claims (7)

A side structure having an outer side plate extending in the longitudinal direction of the vehicle body, and an inner side plate arranged inside the outer side plate in the vehicle width direction and parallel to the outer side plate,
A wife structure including a wife outer plate located at both ends in the longitudinal direction of the vehicle body, and a corner pillar connected to the side structure adjacent to the corner body of the vehicle body and the wife outer plate,
A guide member that is provided on the end face of the end face plate and is inclined with respect to the end face;
The corner pillar extends in the longitudinal direction of the vehicle body and is inclined outward in the vehicle width direction toward the outer face plate portion, and is positioned inward in the vehicle width direction from the inclined portion and extends in the longitudinal direction of the vehicle body. An extended support part,
The support portion is a railway vehicle having higher rigidity than the inclined portion. The inclined portion of the corner post has a side connection portion connected to the side structure,
The railway vehicle according to claim 1, wherein one end of the support portion in a longitudinal direction of the vehicle body is attached to the inner side surface plate portion via the side connection portion. The inclined portion of the corner post further includes a wife connecting portion joined to the wife outer plate,
The railway vehicle according to claim 2, wherein one end of the guide member in the vehicle width direction and the other end in the vehicle body longitudinal direction of the support portion of the corner post are connected to the wife connection portion.   4. The railway vehicle according to claim 2, wherein the support portion of the corner post is disposed on an extension line in a vehicle body longitudinal direction of the inner side plate portion of the side structure.   The railway according to any one of claims 1 to 4, wherein the inclined portion of the corner post is thinner than the support portion and has a plurality of ribs on an inner surface in the vehicle width direction. vehicle.   The railway vehicle according to any one of claims 1 to 5, wherein the support portion of the corner post is disposed at least outward of the waist plate of the side structure in the longitudinal direction of the vehicle body.   The support portion of the corner post extends in a vehicle body vertical direction, and an upper portion and a lower portion of the support portion are thicker than an intermediate portion of the support portion. The railway vehicle according to any one of the above.