JP5950804B2 - Railway vehicle - Google Patents

Description

  The present invention relates to a railway vehicle including a column member, and more particularly to a rail vehicle having improved coupling strength between a column member and a base frame.

  In general, in a railway vehicle, in order to suppress deformation of the vehicle body at the time of a collision, a configuration in which the strength of the vehicle head portion is increased or a highly rigid collision column is provided at the head portion is known. Furthermore, in order to further improve safety at the time of a collision, a railway vehicle in which a collision column or a corner column is reinforced with a reinforcing member has been proposed (for example, see Patent Documents 1 to 3).

JP 2002-46600 A JP 2005-53306 A JP 2011-235730 A

  However, if a column member such as a collision column or corner column (hereinafter, a collision column will be described as an example, but other column members such as a corner column are also the same) can be firmly fixed to the frame, Patent Documents 1 to 3 It is not necessary to provide a reinforcing member as described in 1), or even if a reinforcing member is used, the burden on the reinforcing member can be reduced. As a method for fixing the collision column to the frame, a method is conceivable in which a column member is inserted into a through-hole or groove formed in the frame and the collision column is welded to the frame in that state. However, although this method can ensure a relatively high strength, the lower end portion of the collision column may interfere with equipment on the underside of the underframe such as a coupler.

  As another method for fixing the collision column to the frame, a method of placing the collision column on the upper surface of the frame and welding the collision column within the upper surface of the frame is also conceivable. In general, the collision column is often formed in a cylindrical shape, and in the case of the collision column having such a structure, it is impossible to weld from the inner peripheral portion thereof. It will be fixed to the underframe. Therefore, since single-sided welding is performed, there is a portion (the root portion of the weld bead) where the lower end of the collision column and the base frame are not joined in the inner peripheral portion of the collision column, and stress concentration is likely to occur. Therefore, when it collides with heavy objects such as large trucks such as dump trucks and a collision load is applied above the frame, a bending moment is generated between the collision column and the frame, and the collision surface of the collision column As a result, a tensile force is generated on the side, and as a result, the collision column is pulled upward, the root portion of the weld bead is broken, and the collision column may be peeled off from the frame.

  The present invention has been made in view of such circumstances, and provides a railway vehicle with improved coupling strength between a frame and a column member in which the column member is hardly peeled off from the frame during a collision. With the goal.

  A railway vehicle according to an embodiment of the present invention includes a base frame and a cylindrical column member extending upward from the base frame. The side surface portion on the vehicle outer side of the column member has an extending portion that extends downward from the lower end of the other side surface portion. At least both side surfaces of the extending portion are welded to the outer surface of the underframe.

  In this way, instead of joining all the lower ends of the column members to the upper surface of the underframe as in the prior art, by providing an extended portion in which one side surface of the column member extends to the front surface of the underframe, the column is caused by a collision. Even if a tensile force is generated on the member, it is possible to suppress the stress from being concentrated on the root portion of the weld bead, thereby preventing the column member from being peeled off from the frame.

  As described above, according to the present invention, it is possible to provide a railway vehicle in which the coupling strength between the frame and the column member is improved so that the column member is hardly peeled off from the frame during a collision.

FIG. 1 is a front view of the railway vehicle according to the first embodiment. FIG. 2 is a perspective view showing the end beam and the collision column shown in FIG. 1 separately. FIG. 3 is a perspective view of a state in which a collision column is fixed to the end beam shown in FIG. FIG. 4 is a view in which a shim plate is added to FIG. FIG. 5 is a view in which a shim plate is added to FIG. FIG. 6 is a diagram illustrating a first modification of the collision column. FIG. 7 is a view showing a second modification of the collision column. FIG. 8 is a view showing a third modification of the collision column. FIG. 9 is a view showing a fourth modification of the collision column. FIG. 10 is a diagram illustrating a fifth modification of the collision column. FIG. 11 is a diagram showing a modified example of the edge beam. FIG. 12 is a diagram showing a state in which a collision column is fixed to the end beam shown in FIG. FIG. 13 is a front view of a railway vehicle according to the second embodiment. FIG. 14 is a perspective view of the frame, the entrance pillar, and the corner pillar shown in FIG. FIG. 15 is a diagram showing a state in which a cover is added to FIG.

  Hereinafter, embodiments will be described with reference to the drawings. Below, the same code | symbol is attached | subjected to the element which is the same or it corresponds through all the drawings, and the overlapping description is abbreviate | omitted.

(First embodiment)
First, with reference to FIG. 1 thru | or FIG. 12, the rail vehicle 100 which concerns on 1st Embodiment is demonstrated. FIG. 1 is a front view of the railway vehicle 100. As shown in FIG. 1, the railway vehicle 100 includes a frame 10 and a collision column 20 as a frame portion. The underframe 10 includes an end beam 10 extending in the vehicle width direction at an end portion in the longitudinal direction of the vehicle, a side beam, a middle beam, a side beam, a pillow beam, etc. (not shown). On the other hand, the collision column 20 is a member that absorbs collision energy due to the collision, and extends upward from the frame 10. The lower end portion of the collision column 20 is fixed to the end beam 11 of the underframe 10.

  FIG. 2 is a perspective view showing the end beam 11 and the collision column 20 separately. In FIG. 2, the upper left and lower right direction on the paper is the vehicle width direction of the railway vehicle 100, the lower left and upper right direction on the paper is the vehicle longitudinal direction of the railway vehicle 100, and the lower left side on the paper is the front side of the railway vehicle 100 (wife surface side, traveling). Direction side). In FIG. 2, only the lower part is shown among the collision pillars 20, and the other part is abbreviate | omitted. Further, the upper surface shape of the collision column 20 in FIG. The above description regarding FIG. 2 also applies to FIGS.

  As shown in FIG. 2, the end beam 11 extends in the vehicle width direction, and the cross section is formed in a rectangular frame shape. However, the cross-sectional shape of the end beam 11 is not limited to this. On the other hand, the collision column 20 is a cylindrical member, and the cross section of the collision column 20 is formed in a rectangular frame shape in the present embodiment. The collision column 20 is formed by a front side surface portion 21 on the vehicle outer side, a rear side surface portion 22 on the vehicle inner side, a right side surface portion 23 on the right side facing the traveling direction, and a left side surface portion 24 on the left side facing the traveling direction. Among these, the front side surface portion 21 has an extending portion 25 that extends downward from the lower ends of the other side surface portions 22, 23, 24.

  FIG. 3 is a perspective view of the collision column 20 fixed to the end beam 11. As shown in FIG. 3, the rear side surface portion 22, the right side surface portion 23, and the left side surface portion 24 of the collision column 20 are in contact with the upper surface 12 of the end beam 11 at the lower end, and the contact portions are joined by fillet welding. (Welded portion w1). On the other hand, in the front side surface portion 21 of the collision column 20, the extending portion 25 is in contact with the front surface 13 of the end beam 11. Then, both side portions of the extending portion 25 in the vehicle width direction and the front surface 13 of the end beam 11 are joined in the vertical direction by fillet welding (welded portion w2). Moreover, the lower end part of the extension part 25 and the front surface 13 of the end beam 11 are joined by fillet welding in the horizontal direction (welded part w3).

  When the railway vehicle 100 travels, it collides with a heavy object such as a large automobile, and when a collision load is applied to the collision column 20 above the frame 11, a bending moment is generated between the frame 10 and the collision column 20. This generates a tensile force that pulls the lower portion of the front side surface portion 21 upward (reversely, a compressive load is applied to the lower portion of the rear side surface portion 22). If the collision column 20 does not have the extending portion 25 and the lower end portion of the front side surface portion 21 is welded to the upper surface 12 of the end beam 11, the front side surface portion is formed inside the collision column 20. There is a portion (the weld bead root portion) where 21 and the end beam 11 are not joined, stress is concentrated on that portion, and breakage tends to occur. On the other hand, in this embodiment, since the extension part 25 of the front side surface part 21 is joined to the frame 10, it suppresses that stress concentrates on the boundary part of the collision column 20 and the end beam 11, and a collision column. 20 is difficult to peel off from the end beam 11. In particular, since the tensile force generated in the front side surface portion 21 of the collision column 20 is received by a weld joint parallel to the tensile force, it is possible to suppress stress concentration on the root portion of the weld bead.

  Here, the dimension of the extension part 25 is demonstrated. In the case where the collision column 20 has the extending portion 25, it is necessary to secure a certain distance between the welded portions in order to increase the joint strength as compared with the case where the extending portion 25 is not provided. In the present embodiment, the vertical dimension of the extending portion 25 is smaller than the vertical dimension of the front surface 13 of the end beam 11. That is, the lower end of the extending portion 25 is configured to be positioned above the lower end of the front surface 13 of the end beam 11. Thereby, the welding of a horizontal direction is possible in the lower end part of the extension part 25 (welding part w3), and the distance of a welding part can be earned. In this embodiment, in addition to this horizontal welding, both side portions of the extending portion 25 in the vehicle width direction can also be welded (welded portion w2). In this way, the lower end of the extending portion 25 is positioned above the lower end of the front surface 13 of the end beam 11, thereby ensuring a sufficient distance between the welded portions and the tensile force generated on the front side surface portion 21 of the collision column 20. The underframe 10 and the collision column 20 can be firmly coupled.

  Moreover, when the lower end part of the extension part 25 cannot be welded, it is desirable to comprise the extension part 25 as follows. In general, considering the yield condition of Mises, in order to obtain the same joint strength in vertical welding as in horizontal welding, the length of the vertical welding part is approximately the length of the horizontal welding part. It needs to be 1.73 times. If the collision column 20 does not have the extending portion 25, the front side surface portion 21 is welded in the horizontal direction by the size in the vehicle width direction. Therefore, in order to ensure a joint strength equivalent to that in the case where the extending portion 25 is not provided by welding in the vertical direction in the extending portion 25, welding of 1.73 times the vehicle width direction dimension of the front side surface portion 21 is performed. It is necessary to secure a distance. Then, in this embodiment, since the welding in the vertical direction can be performed at the left and right side portions of the extending portion 25 in the vehicle width direction (welding portion w2), the vertical dimension of the extending portion 25 is the vehicle width direction of the front side surface portion 21. It is desirable that it is 0.78 times (half of 1.73 times) or more, and the vertical dimension of the extending portion 25 is substantially larger than the dimension of the front side surface portion 21 in the vehicle width direction. desirable.

  Moreover, although the case where the extension part 25 was directly fixed to the front surface 13 of the end beam 11 was demonstrated above, it does not necessarily need to be comprised in this way. For example, as shown in FIG. 4, the shim plate 14 is welded to the main body of the underframe 10, and the extended portion 25 is welded to the end beam 11 via the shim plate 14 as shown in FIG. 5. Good. That is, you may comprise so that the shim plate 14 may form the outer surface of the base frame 10 (edge beam 11). According to this configuration, the position of the collision column 20 in the vehicle longitudinal direction can be adjusted by appropriately selecting the shim plate 14 having an arbitrary thickness. Therefore, it is very effective in the assembly work of the railway vehicle 100.

  However, it is desirable that the minimum plate thickness of the shim plate 14 to be used is equal to or greater than the plate thickness of the extending portion 25. If the thickness of the shim plate 14 is smaller than the thickness of the extending portion 25, the shim plate 14 cannot be firmly welded to the main body of the frame 10, and the collision column 20 is not supported in the event of a collision. This is because the shim plate 14 may be peeled off from the end beam 11 before being peeled off from the shim plate 14. For the same reason, it is desirable that the dimension of the shim plate 14 in the vehicle width direction is greater than or equal to the dimension of the extending portion 25 in the vehicle width direction.

  Here, as shown in FIG. 2 and the like, the extending portion 25 is formed to have a smaller dimension in the vehicle width direction than other portions of the front side surface portion 21. This is because the collision column 20 of this embodiment has a right side surface portion 23 formed by a flat plate member 27, while a front side surface portion 21, a left side surface portion 24, and a rear side surface portion 22 are formed by a U-shaped plate material 26. Because. That is, since the cross-section of the boundary between the front side surface portion 21 and the left side surface portion 24 becomes an arc shape by using the U-shaped plate material 26, the extension portion 25 is formed in a flat plate shape so as to be in close contact with the front surface 13 of the end beam 11. This is because it is necessary to remove the arc-shaped portion.

  FIG. 6 is a view showing a first modification of the collision column 20. The railway vehicle 100 may use the collision column 20 shown in FIG. 6 instead of the collision column 20 shown in FIG. 2. The collision column 20 shown in FIG. 6 is formed by combining two L-shaped plate members 28 and 29 in cross section. In the case of the collision column 20 shown in FIG. 6 as well, for the same reason as that of the collision column 20 shown in FIG. Will be. Thus, when the extension part 25 has a smaller dimension in the vehicle width direction than the other part of the front side part 21, the part of the extension part 25 that is close to the boundary between the front side part 21 and the left side part 24. It is necessary to make the cut into a cut shape, and there is a possibility that welding is interrupted at the portion.

  FIG. 7 is a view showing a second modification of the collision column 20. The railway vehicle 100 may use the collision column 20 shown in FIG. 7 instead of the collision column 20 shown in FIG. The collision column 20 shown in FIG. 7 includes a flat plate member 30 that forms the front side surface portion 21, a cross-sectional L-shaped plate material 31 that forms the left side surface portion 24 and the rear side surface portion 22, and a flat plate member 32 that forms the right side surface portion 23. It is configured by combining. According to such a configuration, it is not necessary to form a portion close to the boundary between the front side surface portion 21 and the left side surface portion 24 in the extending portion 25, and welding can be easily performed without interruption in the portion. . Therefore, even in the event of a collision, the stress is not concentrated around the front side surface portion 21, and the column member 20 is not easily peeled off from the end beam 11.

  FIG. 8 is a view showing a third modification of the collision column 20. The railway vehicle 100 may use the collision column 20 shown in FIG. 8 instead of the collision column 20 shown in FIG. In the collision column 20 shown in FIG. 8, the front side surface portion 21 is formed by a flat plate member 30 as in FIG. 7. However, the dimension of the front side part 21 in the vehicle width direction is configured to be larger than the dimension of the column member 20 excluding the front side part 21 in the vehicle width direction. That is, the front side surface portion 21 is configured to protrude outward in the vehicle width direction. According to this structure, the distance of the welding part w3 in the lower end part of the extension part 25 can be earned. Further, in the welded portion w2 on both sides of the extending portion 25, the stress varies depending on the vertical position. However, if the dimension in the vehicle width direction of the extending portion 25 increases, the difference in stress decreases. As a result, the maximum stress applied to the welded portion w2 on both sides of the extending portion 25 can be suppressed. Therefore, by using the collision column 20 shown in FIG. 8, the collision column 20 can be made more difficult to be peeled off from the end beam 11.

  FIG. 9 is a view showing a fourth modification of the collision column 20. The railway vehicle 100 may use the collision column 20 shown in FIG. 9 instead of the collision column 20 shown in FIG. In the collision column 20 shown in FIG. 9, the front side surface portion 21 is formed by a flat plate member 30 as in FIGS. 7 and 8. However, only the extending portion 25 of the front side surface portion 21 is configured to protrude outward in the vehicle width direction. In this case, as in the case shown in FIG. 8, the column member 20 is less likely to be peeled off from the end beam 11, and an increase in the weight of the collision column 20 can be suppressed.

  FIG. 10 is a view showing a fifth modification of the collision column 20. Although the case where the cross section of the collision column 20 is formed in a rectangular frame shape has been described above, as illustrated in FIG. 10, the cross section of the collision column 20 may be formed in an L-shaped frame shape. Even in this case, the front side surface portion 21 has an extending portion 25 that extends downward from the lower end of the other side surface portion, and the extending portion 25 is welded to the end beam 11. Similarly to the other examples, it is possible to make it difficult for the column member 20 to be peeled off from the end beam 11. Needless to say, FIG. 10 shows an example in which the cross section of the collision column 20 is not a rectangular frame shape, and the cross sectional shape of the collision column 20 may be other than the rectangular frame shape or the L-shaped frame shape.

  FIG. 11 and FIG. 12 are diagrams showing modifications of the end beam 11 and correspond to FIG. 2 and FIG. In the end beam 11 shown in FIG. 11, a groove portion (notch portion) 16 having a shape corresponding to the shape of the extending portion 25 is formed on the front surface 13. And in this modification, as shown in FIG. 12, the extension part 25 is inserted in the groove part 16, and the extension part 25 is joined to the end beam 11 by butt welding in that state (welding parts w4, w5). ). According to such a configuration, the extending portion 25 and the outer surface of the underframe 10 can be flush with each other, so that the appearance is good. In addition, in the case of fillet welding, only the throat thickness of the weld bead can be obtained, whereas in the case of butt welding, the throat thickness corresponding to the plate thickness can be secured. Therefore, according to this modification, the joint strength is improved. be able to.

(Second Embodiment)
Next, with reference to FIG. 13 thru | or FIG. 15, the rail vehicle 200 which concerns on 2nd Embodiment of this invention is demonstrated. The second embodiment is an embodiment in the case where the railway vehicle 200 does not include a collision column. FIG. 13 is a front view of the railway vehicle 200. As shown in FIG. 13, the railway vehicle 200 according to the present embodiment is provided with an entrance on the front side (wife surface side), unlike the railway vehicle 100 according to the first embodiment. The railway vehicle 200 includes a hinged door 40 attached to an entrance and two through-pass pillars 41 that reinforce the periphery of the entrance. The through-pass post 41 of the present embodiment absorbs collision energy due to collision. In addition, the railcar 200 has corner posts 42 at both ends in the vehicle width direction on the end face side. This corner column 42 also absorbs the collision energy caused by the collision. Each column member of the through-pass column 41 and the corner column 42 is fixed to the underframe 10.

  FIG. 14 is a perspective view of the underframe 10, the through-pass post 41, and the corner post 42, and shows a state in which an outer plate, a hinged door 40, and the like are not attached to the railway vehicle 200. 14 is the vehicle width direction of the railway vehicle 200, the lower left upper right direction of the page is the vehicle longitudinal direction of the railway vehicle 200, and the lower left side of the page is the front side of the railway vehicle 200. In FIG. 14, only the front portion of the frame 10 is shown, and the other portions are omitted.

  In FIG. 14, the end flash 11 and the side flash 15 of the frame 10 are illustrated. The end beams 11 are members that are located at both ends in the vehicle longitudinal direction and extend in the vehicle width direction. The shape of the end beam 11 is not particularly limited, but the end beam 11 of the present embodiment is divided into two parts in the vehicle width direction. Further, a concave portion 17 that is recessed toward the inside of the vehicle is formed at the center portion in the vehicle width direction of the end beam 11 (near the boundary between the portions). On the other hand, the side beams 15 are members positioned at both ends in the vehicle width direction and extending in the vehicle longitudinal direction.

  The through passage column 41 extends upward from the end beam 11 of the underframe 10, and a lower end portion thereof is fixed to the end beam 11. The fixing method of the penetration column 41 is basically the same as that of the collision column 20 of the first embodiment. The front side surface portion 45 of the through passage pillar 41 has an extending portion 46 that extends downward from the lower end of the other side surface portion. And this extension part 46 is contacting the front surface 13 of the end beam 11, and the both sides of the vehicle width direction of the extension part 46 and the front surface 13 of the end beam 11 are joined by the fillet welding extended to an up-down direction. Has been. However, the extending portion 46 is joined to the concave portion 17 in the end beam 11.

  The corner post 42 extends upward from the side beam 15 of the frame 10, and a lower end portion thereof is fixed to the side beam 15. The collision column 20 (see FIG. 2 and the like) and the through-pass column 41 are fixed to the end beam 11 of the frame 10, whereas the corner column 42 is fixed to the side beam 15. It is different from the pillar 20 and the through-pass pillar 41. However, the fixing method of the corner post 42 is basically the same as that of the collision post 20 and the through-pass post 41. The front side surface portion 47 of the corner post 42 has an extending portion 48 that extends downward from the lower end portion of the other side surface portion. The extending portion 48 is in contact with the joint surface plate 18 provided so as to face the front side of the side beam 15, and both the side portions of the extending portion 48 in the vehicle width direction and the joint surface plate 18 of the side beam 15. Are joined by fillet welding extending in the vertical direction.

  FIG. 15 is a view showing a state in which the entrance post cover 43 and the corner post cover 44 are attached to the frame 10 shown in FIG. When manufacturing the railway vehicle 200, the through-pass post 41 and the corner post 42 are fixed to the frame 10 as shown in FIG. 14, and then the entrance post cover 43 and the corner post are attached to the base 10 as shown in FIG. A cover 44 is attached. By attaching the entrance column cover 43 and the corner column cover 44 to the frame 10, the welded portions between the column members 41 and 42 and the frame 10 are hidden, and the appearance can be improved.

  As described above, the through-pass column 41 and the corner column 42 of the second embodiment are fixed to the frame 10 in basically the same manner as the collision column 20 of the first embodiment. Therefore, according to the present embodiment, even when a large load is applied to the through-pass column 41 and the corner column 42 in the event of a collision, a crack is generated at the joint between the through-pass column 41 and the corner column 42 and the frame 10. It is difficult to prevent the penetration column 41 and the corner column 42 from being peeled off from the underframe 10.

  As described above, the above-described railcar includes the underframe and the cylindrical column member extending upward from the underframe, and the side surface portion on the vehicle outer side of the column member is below the lower end of the other side surface portion. And at least both side surfaces of the extended portion are welded to the outer surface of the underframe. Therefore, instead of joining all of the lower ends of the column members to the upper surface of the frame as in the prior art, by providing an extended portion in which one side surface of the column member extends to the front surface of the frame, Even if a tensile force is generated, the concentration of stress on the root portion of the weld bead can be suppressed, thereby preventing the column member from being peeled off from the frame.

  Further, in the above-described railway vehicle, the dimension in the vertical direction of the extending part is formed larger than the dimension in the width direction of the side surface part on the vehicle outer side. According to this configuration, the welding distance in the vertical direction of the extending portion is increased, and a certain level of joint strength can be ensured.

  Moreover, in the rail vehicle mentioned above, the lower end of the extension part is located above the lower end of the vehicle outer surface of the underframe. Therefore, the lower end portion of the extending portion can be welded, and the column member can be more firmly fixed to the frame.

  Moreover, in the modification shown in FIG. 7 etc., the side part of the vehicle exterior side of the column member is formed of a flat plate material. According to this configuration, no cut is formed around the extended portion, and welding is not interrupted. Therefore, cracks are unlikely to occur at the time of collision, and the column member is difficult to peel off from the underframe.

  Similarly, in the modified example shown in FIG. 7 and the like, the column member has a substantially rectangular shape in cross section, and the three side surface portions other than the side surface portion outside the vehicle among the column members have a plane plate material and a cross section. And a substantially L-shaped plate material.

  Moreover, in the modification shown in FIG.8 and FIG.9, the side part of the vehicle body outside of the said column member is comprised so that it may protrude in the width direction outer side at least in the said extension part. According to this structure, the distance of the welding part in the lower end part of the extension part becomes long, and the difference in stress in the side edge part of the extension part becomes small. Therefore, the column member can be more firmly fixed to the frame.

  Moreover, in embodiment shown in FIG. 2 etc., the width direction both sides part of the extension part and the vehicle outer surface of a frame are joined by fillet welding.

  In the embodiment shown in FIGS. 4 and 5, the frame has a shim plate welded to its main body, and the vehicle exterior surface of the frame to which the extending portion is bonded is formed by the shim plate. ing. According to this configuration, the position of the collision column in the vehicle longitudinal direction can be adjusted by using a shim plate having an arbitrary plate thickness.

  However, the thickness of the shim plate is preferably equal to or greater than the thickness of the extending portion. This is to prevent the shim plate from being peeled off from the end beam before the collision column is peeled off from the shim plate.

  For the same reason, it is desirable that the dimension in the width direction of the shim plate is equal to or greater than the dimension in the width direction of the extending portion.

  In the railcar according to the first embodiment, the underframe has an end beam extending in the vehicle width direction at the longitudinal end of the vehicle, and the column member is a collision column that absorbs collision energy at the time of collision, and the column The extending part of the member is welded to the end face of the end face.

  As described above, the embodiments of the present invention have been described with reference to the drawings. However, the specific configuration is not limited to these embodiments, and even if there is a design change or the like without departing from the gist of the present invention. It is included in the present invention.

  ADVANTAGE OF THE INVENTION According to this invention, the rail vehicle which improved the coupling | bonding strength of a base frame and a column member which a column member cannot peel easily from a base frame at the time of a collision can be provided. Therefore, the present invention is useful in the technical field of railway vehicles.

10 Underframe 11 End beam 13 Front (vehicle outer surface)
14 Shim plate 15 Side beam 18 Joint face plate
20 Collision column (column member)
21, 45, 47 Front side surface (side surface outside the vehicle)
25, 46, 48 Extension part 41 Through-pass column (column member)
42 Corner pillar (column member)
100, 200 Rail vehicles

Claims (11)

Underframe,
A cylindrical column member extending upward from the underframe,
The side surface portion on the vehicle outer side of the column member has an extending portion that extends downward from the lower end of the other side surface portion,
At least both side surfaces of the extending portion are welded to the vehicle outer surface of the underframe.   The railway vehicle according to claim 1, wherein a dimension in a vertical direction of the extending part is formed larger than a dimension in a width direction of the side part on the vehicle outer side.   The railway vehicle according to claim 1 or 2, wherein a lower end of the extending portion is located above a lower end of a vehicle outer surface of the underframe.   The rail vehicle according to any one of claims 1 to 3, wherein a side surface portion of the column member on the vehicle outer side is formed of a flat plate member. The column member has a substantially rectangular shape in cross section,
The rail vehicle according to claim 4, wherein three side portions other than the side portion outside the vehicle among the pillar members are formed by the planar plate member and a plate member having a substantially L-shaped cross section.   The rail vehicle according to claim 4 or 5, wherein a side surface portion on the vehicle outer side of the pillar member is configured to protrude outward in the width direction at least in the extending portion. The railway vehicle according to any one of claims 1 to 6, further comprising a fillet weld joint between both widthwise side portions of the extending portion and a vehicle outer surface of the underframe.   The said frame has a shim plate weld-joined to the main body, The surface outside the vehicle of the frame to which the said extension part is joined is formed of the said shim plate. A rail vehicle according to any one of the paragraphs.   The railway vehicle according to claim 8, wherein a thickness of the shim plate is equal to or greater than a thickness of the extending portion.   The railway vehicle according to claim 8 or 9, wherein a dimension in the width direction of the shim plate is equal to or greater than a dimension in the width direction of the extending portion. The underframe has an end beam extending in the vehicle width direction at the vehicle longitudinal direction end,
The said column member is a collision column which absorbs collision energy at the time of a collision, The extension part of this column member is welded and joined to the end face of the said end beam. The railway vehicle described in 1.

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