JP6374337B2

JP6374337B2 - Railway vehicle structure

Info

Publication number: JP6374337B2
Application number: JP2015057837A
Authority: JP
Inventors: 裕一堀; 千裕松島; 聡奈良澤; 昭吉能登; 英樹上田
Original assignee: Japan Transport Engineering Co
Current assignee: Japan Transport Engineering Co
Priority date: 2015-03-20
Filing date: 2015-03-20
Publication date: 2018-08-15
Anticipated expiration: 2035-03-20
Also published as: JP2016175559A

Description

本発明は、鉄道車両構体に関する。 The present invention relates to a railway vehicle structure.

従来の鉄道車両構体として、例えば特許文献１に記載された構造が知られている。特許文献１に記載の鉄道車両構体は、台枠の角部が面取り形状とされており、妻構体の外板と側構体の外板とが車両の角部で接合されており、妻構体と側構体との間に板材からなる結合材が架け渡されている。この鉄道車両構体は、結合材、妻構体の外板及び側構体の外板により、車両の上下方向に延在する略三角中空構造が形成されている。 As a conventional railway vehicle structure, for example, a structure described in Patent Document 1 is known. In the railway vehicle structure described in Patent Document 1, the corner of the underframe is chamfered, and the outer plate of the wife structure and the outer plate of the side structure are joined at the corner of the vehicle. A bonding material made of a plate material is bridged between the side structures. In this railway vehicle structure, a substantially triangular hollow structure extending in the up-down direction of the vehicle is formed by the binding material, the outer plate of the end structure, and the outer plate of the side structure.

特開２００８−２０１３１３号公報JP 2008-201313 A

従来の鉄道車両構体では、オフセット衝突時に、略三角中空構造によって妻構体の外板及び側構体の外板に対する衝撃を吸収すると共に、結合材によって衝突する車両同士を引き離す力を作用させ、車体の損傷の低減を図っている。このような効果を実現するための一構成として、従来の鉄道車両構体では、台枠の角部が面取り形状とされている。そのため、従来の鉄道車両構体では、車体において台枠の角部が欠けた外観となるため、意匠性について更なる改善の余地がある。また、従来の鉄道車両構体では、台枠の角部が角部を有していないため、妻構体の外板と側構体の外板とを車両の角部で接合するときに、外板同士の位置合わせが難しかった。 In the conventional railway vehicle structure, at the time of an offset collision, the substantially triangular hollow structure absorbs the impact on the outer plate of the wife structure and the outer plate of the side structure, and the force that separates the vehicles that collide with each other is applied by the binding material. We try to reduce damage. As one configuration for realizing such an effect, the corner portion of the underframe has a chamfered shape in a conventional railway vehicle structure. Therefore, the conventional railcar structure has an appearance in which the corners of the underframe are missing from the car body, and there is room for further improvement in design. Further, in the conventional railway vehicle structure, since the corners of the underframe do not have corners, when the outer plate of the wife structure and the outer plate of the side structure are joined at the corners of the vehicle, the outer plates It was difficult to align.

本発明は、オフセット衝突時の車体の損傷を低減しつつ、意匠性及び製造時の作業性の向上を図ることができる鉄道車両構体を提供することを目的とする。 It is an object of the present invention to provide a railway vehicle structure that can improve design and workability during manufacturing while reducing damage to the vehicle body at the time of an offset collision.

本発明の一側面に係る鉄道車両構体は、台枠と、当該台枠に立設された側構体及び妻構体とを有し、側構体の外板と妻構体の外板とが車両の角部で接合されており、車両の角部における側構体と妻構体との内側に配置され、車両の上下方向に延在すると共に側構体と妻構体とに亘って架け渡された結合材が設けられており、台枠の角部が面取り形状とされており、結合材、側構体の外板及び妻構体の外板により、上下方向に延在する略三角中空構造が形成されている鉄道車両構体であって、台枠の角部には、補填部材が取り付けられており、補填部材は、上下方向から見て、側構体の外板と妻構体の外板との車両の角部における内側の形状に対応した外形を呈している。 A railcar structure according to an aspect of the present invention includes a frame, a side structure and a wife structure standing on the frame, and the outer plate of the side structure and the outer plate of the wife structure are corners of the vehicle. Are provided inside the side structure and the wife structure at the corners of the vehicle, extending in the vertical direction of the vehicle, and provided with a bonding material that spans the side structure and the wife structure. And the corners of the underframe are chamfered, and a substantially triangular hollow structure extending in the vertical direction is formed by the binding material, the outer plate of the side structure, and the outer plate of the end structure. Compensation members are attached to the corners of the underframe, and the compensation members are located on the inner side of the corners of the vehicle between the outer plate of the side structure and the outer plate of the wife structure when viewed from above and below. It has an outer shape corresponding to the shape.

この鉄道車両構体では、側構体の外板と妻構体の外板とが車両の角部で接合され、側構体と妻構体との間には結合材が架け渡されている。このような構成により、鉄道車両構体には、結合材、側構体の外板及び妻構体の外板より、車両の上下方向に延在する略三角中空構造が形成されている。補填部材は、面取り形状とされた台枠の角部に別部材として取り付けられているため、オフセット衝突時に、例えば、台枠の角部の面に沿って外れる。したがって、オフセット衝突時に、補填部材が他の車両に引っ掛かることを抑制できる。これにより、鉄道車両構体では、略三角中空構造によって側構体の外板及び妻構体の妻外板に対する衝撃を吸収すると共に、結合材によって衝突する車両同士を引き離す力を作用させ、車体の損傷の低減を図ることができる。 In this railway vehicle structure, the outer plate of the side structure and the outer plate of the wife structure are joined at the corners of the vehicle, and a bonding material is bridged between the side structure and the wife structure. With such a configuration, the railway vehicle structure is formed with a substantially triangular hollow structure extending in the vertical direction of the vehicle from the binding material, the outer plate of the side structure, and the outer plate of the wife structure. Since the compensation member is attached as a separate member to the corner portion of the chamfered base frame, the offset member is detached along the corner surface of the base frame at the time of an offset collision, for example. Therefore, the offset member can be prevented from being caught by another vehicle at the time of an offset collision. As a result, in the railway vehicle structure, the substantially triangular hollow structure absorbs the impact on the outer plate of the side structure and the wife outer plate of the wife structure, and also exerts a force that separates the vehicles that collide with each other by the binding material, thereby causing damage to the vehicle body. Reduction can be achieved.

また、鉄道車両構体では、面取り形状とされている台枠の角部に補填部材が取り付けられている。これにより、台枠の角部が欠けた外観となることを回避でき、意匠性の向上を図ることができる。また、補填部材は、車両の上下方向から見て、側構体の外板と妻構体の外板との角部における内側の形状に対応した外形を呈している。これにより、側構体の外板と妻構体の外板とを接合するときに、補填部材を基準として用いることができる。したがって、側構体の側外板と妻構体の妻外板との角部における位置合わせを容易に行うことができ、製造時の作業性の向上が図れる。 Further, in the railway vehicle structure, a compensation member is attached to a corner portion of the chamfered frame. Thereby, it can avoid that it becomes the external appearance which the corner | angular part of the base frame lacked, and the improvement in design property can be aimed at. Further, the supplementary member has an outer shape corresponding to the inner shape at the corners of the outer plate of the side structure and the outer plate of the wife structure as seen from the vertical direction of the vehicle. Accordingly, when the outer plate of the side structure and the outer plate of the wife structure are joined, the supplementary member can be used as a reference. Therefore, alignment at the corners of the side outer plate of the side structure and the wife outer plate of the wife structure can be easily performed, and the workability during manufacturing can be improved.

一実施形態においては、補填部材の剛性は、台枠の剛性よりも低くてもよい。この構成によれば、オフセット衝突時に、補填部材が破損し易い。そのため、オフセット衝突時に、補填部材に他の車両が引っ掛かることを抑制できる。したがって、補填部材が、車両同士を引き離す作用を阻害することを抑制できる。 In one embodiment, the rigidity of the filling member may be lower than the rigidity of the underframe. According to this configuration, the compensation member is easily damaged during an offset collision. Therefore, it is possible to prevent other vehicles from being caught by the compensation member at the time of an offset collision. Therefore, it can suppress that a compensation member inhibits the effect | action which separates vehicles.

一実施形態においては、補填部材と台枠とは、溶接により接合されていてもよい。この構成により、台枠と補填部材とを確実に接合しつつ、オフセット衝突時には台枠から外れ易くすることができる。したがって、補填部材が、車両同士を引き離す作用を阻害することを抑制できる。 In one embodiment, the filling member and the frame may be joined by welding. With this configuration, the base frame and the compensation member can be reliably joined, and can be easily detached from the base frame at the time of an offset collision. Therefore, it can suppress that a compensation member inhibits the effect | action which separates vehicles.

本発明の一側面に係る鉄道車両構体は、台枠と、当該台枠に立設された側構体及び妻構体とを有し、側構体の外板と妻構体の外板とが車両の角部で接合されており、車両の角部における側構体と妻構体との内側に配置され、車両の上下方向に延在すると共に側構体と妻構体とに亘って架け渡された結合材が設けられており、結合材、側構体の外板及び妻構体の外板により、上下方向に延在する略三角中空構造が形成されている鉄道車両構体であって、台枠の角部は、台枠の当該角部以外の部分よりも剛性が低い。 A railcar structure according to an aspect of the present invention includes a frame, a side structure and a wife structure standing on the frame, and the outer plate of the side structure and the outer plate of the wife structure are corners of the vehicle. Are provided inside the side structure and the wife structure at the corners of the vehicle, extending in the vertical direction of the vehicle, and provided with a bonding material that spans the side structure and the wife structure. A rail vehicle structure in which a substantially triangular hollow structure extending in the vertical direction is formed by a binding material, an outer plate of a side structure, and an outer plate of a wife structure. Rigidity is lower than portions other than the corners of the frame.

この鉄道車両構体では、側構体の外板と妻構体の外板とが車両の角部で接合され、側構体と妻構体との間には結合材が架け渡されている。このような構成により、鉄道車両構体には、結合材、側構体の外板及び妻構体の外板より、車両の上下方向に延在する略三角中空構造が形成されている。台枠の角部は、台枠の当該角部以外の部分よりも剛性が低い。これにより、オフセット衝突時には、台枠の角部が破損し易くなっている。したがって、オフセット衝突時に、台枠の角部が他の車両に引っ掛かることを抑制できる。これにより、鉄道車両構体では、略三角中空構造によって側構体の外板及び妻構体の妻外板に対する衝撃を吸収すると共に、結合材によって衝突する車両同士を引き離す力を作用させ、車体の損傷の低減を図ることができる。 In this railway vehicle structure, the outer plate of the side structure and the outer plate of the wife structure are joined at the corners of the vehicle, and a bonding material is bridged between the side structure and the wife structure. With such a configuration, the railway vehicle structure is formed with a substantially triangular hollow structure extending in the vertical direction of the vehicle from the binding material, the outer plate of the side structure, and the outer plate of the wife structure. The corners of the frame are less rigid than the corners other than the corners. Thereby, the corner | angular part of a frame is easy to be damaged at the time of an offset collision. Therefore, it is possible to suppress the corner of the underframe from being caught by another vehicle at the time of an offset collision. As a result, in the railway vehicle structure, the substantially triangular hollow structure absorbs the impact on the outer plate of the side structure and the wife outer plate of the wife structure, and also exerts a force that separates the vehicles that collide with each other by the binding material, thereby causing damage to the vehicle body. Reduction can be achieved.

また、鉄道車両構体では、台枠が面取りされた形状ではないため、従来のように台枠の角部が欠けた外観となることを回避でき、意匠性の向上を図ることができる。また、側構体の外板と妻構体の外板とを接合するときに、台枠の角部を基準として用いることができる。したがって、側構体の側外板と妻構体の妻外板との角部における位置合わせを容易に行うことができ、製造時の作業性の向上が図れる。 Moreover, in the railway vehicle structure, since the frame is not chamfered, it is possible to avoid the appearance that the corners of the frame are missing as in the conventional case, and it is possible to improve the design. Further, when joining the outer plate of the side structure and the outer plate of the wife structure, the corners of the frame can be used as a reference. Therefore, alignment at the corners of the side outer plate of the side structure and the wife outer plate of the wife structure can be easily performed, and the workability during manufacturing can be improved.

本発明によれば、オフセット衝突時の車体の損傷を低減しつつ、意匠性及び製造時の作業性の向上を図ることができる。 According to the present invention, it is possible to improve design and workability during manufacturing while reducing damage to the vehicle body at the time of an offset collision.

図１は、一実施形態に係る鉄道車両構体を示す斜視図である。FIG. 1 is a perspective view showing a railway vehicle structure according to an embodiment. 図２（ａ）は、鉄道車両構体の角部を示す斜視図であり、図２（ｂ）は、図２（ａ）に示す角部の分解斜視図である。FIG. 2A is a perspective view showing a corner portion of the railway vehicle structure, and FIG. 2B is an exploded perspective view of the corner portion shown in FIG. 図３は、図２（ａ）におけるＩＩＩ−ＩＩＩ線に沿った断面構成を示す図である。FIG. 3 is a diagram showing a cross-sectional configuration along the line III-III in FIG. 図４は、図２（ａ）におけるＩＶ−ＩＶ線に沿った断面構成を示す図である。FIG. 4 is a diagram showing a cross-sectional configuration along the line IV-IV in FIG. 図５（ａ）は、補填部材を前方から見た斜視図であり、図５（ｂ）は、補填部材を後方から見た斜視図である。FIG. 5A is a perspective view of the compensation member viewed from the front, and FIG. 5B is a perspective view of the compensation member viewed from the rear. 図６は、補填部材が取り付けられる台枠を示す斜視図である。FIG. 6 is a perspective view showing a frame on which the compensation member is attached. 図７は、車両の角部を示す側面図である。FIG. 7 is a side view showing a corner portion of the vehicle.

以下、添付図面を参照して、本発明の好適な実施形態について詳細に説明する。なお、図面の説明において同一又は相当要素には同一符号を付し、重複する説明は省略する。 Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the description of the drawings, the same or equivalent elements will be denoted by the same reference numerals, and redundant description will be omitted.

図１は、一実施形態に係る鉄道車両構体を示す斜視図である。図１に示されるように、鉄道車両構体１は、台枠３と、側構体５と、屋根構体７と、妻構体９と、を備えている。鉄道車両構体１は、台枠３、側構体５、屋根構体７、及び妻構体９が相互に接合されることにより、乗客を収容する空間を内部に有する箱型形状をなしている。 FIG. 1 is a perspective view showing a railway vehicle structure according to an embodiment. As shown in FIG. 1, the railway vehicle structure 1 includes a frame 3, a side structure 5, a roof structure 7, and a wife structure 9. The railway vehicle structure 1 has a box shape having a space for accommodating passengers therein by joining the underframe 3, the side structure 5, the roof structure 7, and the wife structure 9 to each other.

台枠３は、車両の床部を構成する構体として鉄道車両構体１の底部に配置されている。側構体５及び妻構体９は、車両の側部を構成する構体として、台枠３の左右の縁部及び前後の縁部を囲むように立設されている。側構体５には、乗客及び乗員等が乗り降りするためのドア部４が複数（例えば３ヶ所）設けられている。 The underframe 3 is arrange | positioned at the bottom part of the rail vehicle structure 1 as a structure which comprises the floor part of a vehicle. The side structure 5 and the wife structure 9 are erected so as to surround the left and right edges and the front and rear edges of the frame 3 as structures constituting the side part of the vehicle. The side structure 5 is provided with a plurality of door portions 4 (for example, three locations) for passengers and passengers to get on and off.

ドア部４，４間と側構体５の両端部とには、窓部６が設けられている。妻構体９は、乗客及び乗員等が車両間を行き来するための出入口部８が設けられている。屋根構体７は、車両の屋根部を構成する構体であり、車両の構体の上部に空間に蓋をするように配置されている。車両の屋根構体７には、上部に車内の温度を調整するためのエアコンディショナー、及び、パンタグラフ（いずれも図示しない）等を備えている。 Window portions 6 are provided between the door portions 4 and 4 and both end portions of the side structure 5. The wife structure 9 is provided with an entrance / exit 8 for passengers, passengers, and the like to travel between vehicles. The roof structure 7 is a structure that constitutes the roof of the vehicle, and is arranged so as to cover the space above the structure of the vehicle. The roof structure 7 of the vehicle is provided with an air conditioner for adjusting the temperature inside the vehicle, a pantograph (both not shown), and the like.

続いて、鉄道車両構体１の角部１０について詳細に説明する。図２（ａ）は、鉄道車両構体の角部を示す斜視図であり、図２（ｂ）は、図２（ａ）に示す角部の分解斜視図である。図３は、図２（ａ）におけるＩＩＩ−ＩＩＩ線に沿った断面構成を示す図である。図４は、図２（ａ）におけるＩＶ−ＩＶ線に沿った断面構成を示す図である。 Then, the corner | angular part 10 of the railway vehicle structure 1 is demonstrated in detail. FIG. 2A is a perspective view showing a corner portion of the railway vehicle structure, and FIG. 2B is an exploded perspective view of the corner portion shown in FIG. FIG. 3 is a diagram showing a cross-sectional configuration along the line III-III in FIG. FIG. 4 is a diagram showing a cross-sectional configuration along the line IV-IV in FIG.

図２（ａ）、図２（ｂ）及び図３に示されるように、鉄道車両構体１の角部１０は、側構体５の側外板２０と、妻構体９の妻外板３０と、第１柱４０と、第２柱５０と、結合材６０と、により構成されている。 As shown in FIG. 2A, FIG. 2B, and FIG. 3, the corner portion 10 of the railway vehicle structure 1 includes a side outer plate 20 of the side structure 5, a wife outer plate 30 of the wife structure 9, and The first pillar 40, the second pillar 50, and the bonding material 60 are configured.

側構体５の側外板２０と妻構体９の妻外板３０とは、角部１０において、互いに固定されている。妻外板３０は、側構体５側の端部が側構体５の延在方向に沿うように、妻外板３０の延在方向に略直行する方向において外側に屈曲した屈曲部３２を有している。側構体５の側外板２０と妻構体９の妻外板３０とは、妻外板３０の屈曲部３２が側構体５の側外板２０の内面２０ａに対向（当接）するように配置され、溶接により接合されている。 The side outer plate 20 of the side structure 5 and the wife outer plate 30 of the wife structure 9 are fixed to each other at the corner 10. The end face plate 30 has a bent portion 32 bent outward in a direction substantially perpendicular to the extending direction of the end face plate 30 so that the end portion on the side structure 5 side is along the extending direction of the side structure 5. ing. The side outer plate 20 of the side structure 5 and the wife outer plate 30 of the wife structure 9 are arranged so that the bent portion 32 of the wife outer plate 30 faces (contacts) the inner surface 20a of the side outer plate 20 of the side structure 5. And joined by welding.

第１柱４０は、車両の上下方向に延在する部材である。第１柱４０は、側構体５の妻構体９側の端部に配置されている。第１柱４０は、ステンレス製である。図３に示されるように、第１柱４０は、頂部４２と、頂部４２の両端から頂部４２の延在方向に直交する方向に延在する一対のウェブ部４４ａ，４４ｂと、一対のウェブ部４４ａ，４４ｂのそれぞれの端部から外側に頂部４２と略平行に張り出す一対のフランジ部４６ａ，４６ｂと、を有している。第１柱４０は、断面がハット形状を呈している。第１柱４０は、側外板２０の内面２０ａに固定されている。具体的には、第１柱４０は、フランジ部４６ａ，４６ｂが側外板２０の内面２０ａに溶接されることにより、側外板２０に固定されている。 The first pillar 40 is a member that extends in the vertical direction of the vehicle. The first column 40 is disposed at the end of the side structure 5 on the side of the wife structure 9. The first column 40 is made of stainless steel. As shown in FIG. 3, the first column 40 includes a top portion 42, a pair of web portions 44 a and 44 b extending from both ends of the top portion 42 in a direction orthogonal to the extending direction of the top portion 42, and a pair of web portions. It has a pair of flange parts 46a and 46b projecting from the respective end parts of 44a and 44b to the outside substantially parallel to the top part 42. The first pillar 40 has a hat shape in cross section. The first column 40 is fixed to the inner surface 20 a of the side outer plate 20. Specifically, the first pillar 40 is fixed to the side outer plate 20 by welding the flange portions 46 a and 46 b to the inner surface 20 a of the side outer plate 20.

第２柱５０は、車両の上下方向に延在する部材である。第２柱５０は、妻構体９の側構体５側の端部に配置されている。第２柱５０は、ステンレス製であり、互いに略平行に延在する平坦部５２ａ，５２ｂと、一方の平坦部５２ａの端部と他方の平坦部５２ｂの端部とを連結すると共に、平坦部５２ａ，５２ｂの延在方向に直交する方向に延在する連結部５４と、を有している。第２柱５０は、断面が略Ｚ形状を呈している。第２柱５０は、妻外板３０の内面３０ａに固定されている。具体的には、第２柱５０は、平坦部５２ａが妻外板３０の内面３０ａに溶接されることにより、妻外板３０に固定されている。第２柱５０の平坦部５２ｂは、妻構体９に配置された骨材９ａに溶接により固定されている。 The second pillar 50 is a member extending in the vertical direction of the vehicle. The second pillar 50 is disposed at the end of the wife structure 9 on the side structure 5 side. The second column 50 is made of stainless steel, and connects the flat portions 52a and 52b extending substantially parallel to each other, the end of one flat portion 52a and the end of the other flat portion 52b, and a flat portion. And a connecting portion 54 extending in a direction orthogonal to the extending direction of 52a and 52b. The second column 50 has a substantially Z-shaped cross section. The second pillar 50 is fixed to the inner surface 30 a of the wife outer plate 30. Specifically, the second pillar 50 is fixed to the end plate 30 by welding the flat portion 52 a to the inner surface 30 a of the end plate 30. The flat portion 52b of the second column 50 is fixed to the aggregate 9a disposed on the wife structure 9 by welding.

結合材６０は、第１柱４０と第２柱５０とに架け渡されている。結合材６０は、第１部材６２と、第２部材６４と、を有している。第１部材６２は、板材であり、台枠３の下端部から側外板２０の裾絞り部２２付近まで車両の上下方向に延在している。第１部材６２は、台枠３に溶接により接合されている。第２部材６４は、板材であり、第１部材６２の上端部から屋根構体７まで車両の上下方向に延在している。第１部材６２と第２部材６４とは、溶接により接合（連結）されている。 The binding material 60 is bridged between the first pillar 40 and the second pillar 50. The binding material 60 includes a first member 62 and a second member 64. The first member 62 is a plate material, and extends in the vertical direction of the vehicle from the lower end portion of the underframe 3 to the vicinity of the bottom diaphragm portion 22 of the side outer plate 20. The first member 62 is joined to the frame 3 by welding. The second member 64 is a plate material, and extends from the upper end of the first member 62 to the roof structure 7 in the vertical direction of the vehicle. The first member 62 and the second member 64 are joined (connected) by welding.

第１部材６２は、第１部分６２ａと、第２部分６２ｂと、第３部分６２ｃと、有している。第１部分６２ａ、第２部分６２ｂ及び第３部分６２ｃのそれぞれは、板状を呈している。第２部分６２ｂは、第１部分６２ａの幅方向の一端部に設けられており、第１部分６２ａに対して所定の角度を成して屈曲している。第３部分６２ｃは、第１部分６２ａの幅方向の他端部に設けられており、第２部分６２ｂと同様に、第１部分６２ａに対して所定の角度を成して屈曲している。 The first member 62 has a first portion 62a, a second portion 62b, and a third portion 62c. Each of the first portion 62a, the second portion 62b, and the third portion 62c has a plate shape. The second portion 62b is provided at one end in the width direction of the first portion 62a, and is bent at a predetermined angle with respect to the first portion 62a. The third portion 62c is provided at the other end in the width direction of the first portion 62a, and is bent at a predetermined angle with respect to the first portion 62a, similarly to the second portion 62b.

第２部材６４は、第１部分６４ａと、第２部分６４ｂと、第３部分６４ｃと、を有している。第１部分６４ａ、第２部分６４ｂ及び第３部分６４ｃのそれぞれは、板状を呈している。第１部分６４ａの幅寸法は、第１部材６２の第１部分６２ａの幅寸法と同等である。第２部分６４ｂは、第１部分６４ａの幅方向の一端部に設けられており、第１部分６４ａに対して所定の角度を成して屈曲している。第３部分６４ｃは、第１部分６４ａの幅方向の他端部に設けられており、第２部分６４ｂと同様に、第１部分６４ａに対して所定の角度を成して屈曲している。 The second member 64 has a first portion 64a, a second portion 64b, and a third portion 64c. Each of the first portion 64a, the second portion 64b, and the third portion 64c has a plate shape. The width dimension of the first portion 64 a is equal to the width dimension of the first portion 62 a of the first member 62. The second portion 64b is provided at one end in the width direction of the first portion 64a and is bent at a predetermined angle with respect to the first portion 64a. The third portion 64c is provided at the other end in the width direction of the first portion 64a, and is bent at a predetermined angle with respect to the first portion 64a, similarly to the second portion 64b.

上記構成を有する結合材６０は、第１柱４０を介して側外板２０に固定されていると共に、第２柱５０を介して妻外板３０にそれぞれ固定されている。第２部材６４は、第２部分６４ｂが第１柱４０の頂部４２に溶接により固定されていると共に、第３部分６４ｃが第２柱５０の平坦部５２ａに溶接により固定されている。図２（ｂ）及び図３に示されるように、第１部材６２の第１部分６２ａの外面６２ｓと第２部材６４の第１部分６４ａの外面６４ｓとは、略面一となっている。 The binding material 60 having the above-described configuration is fixed to the side outer plate 20 via the first column 40 and is also fixed to the wife outer plate 30 via the second column 50. The second member 64 has a second portion 64 b fixed to the top portion 42 of the first column 40 by welding, and a third portion 64 c fixed to the flat portion 52 a of the second column 50 by welding. As shown in FIGS. 2B and 3, the outer surface 62 s of the first portion 62 a of the first member 62 and the outer surface 64 s of the first portion 64 a of the second member 64 are substantially flush with each other.

図４に示されるように、台枠３の角部３Ｋは、面取り形状となっている。台枠３の角部３Ｋは、結合材６０における第１部材６２の第１部分６２ａの外面６２ｓを含んで構成されている。すなわち、台枠３は、第１部材６２の一部を含んで構成されている。台枠３の角部３Ｋは、結合材６０の第２部材６４の第１部分６４ａの外面６４ｓと略面一とされている。このような構成により、鉄道車両構体１の角部１０には、結合材６０、妻外板３０及び側外板２０により車両の上下方向に延在する略三角中空構造Ｓが形成されている。 As shown in FIG. 4, the corner 3 K of the underframe 3 has a chamfered shape. The corner 3 K of the underframe 3 is configured to include the outer surface 62 s of the first portion 62 a of the first member 62 in the binding material 60. That is, the frame 3 is configured to include a part of the first member 62. The corner 3 K of the frame 3 is substantially flush with the outer surface 64 s of the first portion 64 a of the second member 64 of the binding material 60. With such a configuration, a substantially triangular hollow structure S extending in the vertical direction of the vehicle is formed in the corner portion 10 of the railway vehicle structure 1 by the binding material 60, the end skin 30 and the side skin 20.

本実施形態では、図２（ｂ）に示されるように、台枠３の角部３Ｋに補填部材７０が設けられている。以下、補填部材７０について詳細に説明する。図５（ａ）は、補填部材を前方から見た斜視図であり、図５（ｂ）は、補填部材を後方から見た斜視図である。 In the present embodiment, as shown in FIG. 2B, a compensation member 70 is provided at the corner 3 K of the base frame 3. Hereinafter, the compensation member 70 will be described in detail. FIG. 5A is a perspective view of the compensation member viewed from the front, and FIG. 5B is a perspective view of the compensation member viewed from the rear.

補填部材７０は、ステンレス製である。補填部材７０は、上部７２と、底部７４と、２つの側部７６，７８と、を有している。上部７２、底部７４及び側部７６，７８のそれぞれは、板材である。上部７２、底部７４及び側部７６，７８それぞれの厚みは、略同等である。 The filling member 70 is made of stainless steel. The filling member 70 has an upper portion 72, a bottom portion 74, and two side portions 76 and 78. Each of the upper part 72, the bottom part 74, and the side parts 76 and 78 is a plate material. The thicknesses of the upper portion 72, the bottom portion 74, and the side portions 76 and 78 are substantially equal.

図４に示されるように、補填部材７０は、車両の上下方向から見て、側構体５の側外板２０と妻構体９の妻外板３０との車両の角部１０における内側の形状に対応した外形を呈している。具体的には、補填部材７０は、図５（ａ）及び図５（ｂ）に示されるように、三角柱状を呈している。詳細には、上部７２及び底部７４は、略三角形状を呈している。上部７２及び底部７４は、互いに対向する位置に配置されている。側部７６，７８は、略矩形状を呈しており、上部７２と底部７４とを連結している。側部７６，７８は、上部７２及び底部７４の一角部において、端部が互いに交わっている。補填部材７０は、各部が例えば溶接により接合されることで、内部に中空部Ｈが成されている。また、補填部材７０は、上部７２、底部７４及び側部７６，７８の各部の縁により、略矩形状の開口部７０ａが形成されている。 As shown in FIG. 4, the compensation member 70 has an inner shape in the corner 10 of the vehicle between the side outer plate 20 of the side structure 5 and the wife outer plate 30 of the wife structure 9 when viewed from the vertical direction of the vehicle. It has a corresponding outer shape. Specifically, the compensation member 70 has a triangular prism shape as shown in FIGS. 5 (a) and 5 (b). Specifically, the upper portion 72 and the bottom portion 74 have a substantially triangular shape. The upper part 72 and the bottom part 74 are arrange | positioned in the position which mutually opposes. The side portions 76 and 78 have a substantially rectangular shape, and connect the upper portion 72 and the bottom portion 74. The end portions of the side portions 76 and 78 intersect each other at one corner of the upper portion 72 and the bottom portion 74. The filling member 70 has a hollow portion H formed therein by joining the respective portions, for example, by welding. Further, the filling member 70 has a substantially rectangular opening 70 a formed by the edges of the upper portion 72, the bottom portion 74, and the side portions 76 and 78.

補填部材７０の側部７６の内面７６ａには、補強部材８０が設けられている。補強部材８０は、ステンレス製であり、板材である。補強部材８０は、例えば、略矩形状を呈している。補強部材８０は、例えば、溶接により側部７６に固定されている。図７に示されるように、補強部材８０は、補填部材７０が台枠３に取り付けられた状態において、側構体５側から見たときに、側外板２０の下端部と重なる位置に配置されている。図７に示されるように、補強部材８０には、補填部材７０と側外板２０とを接合する溶接部Ｗが形成される。 A reinforcing member 80 is provided on the inner surface 76 a of the side portion 76 of the compensation member 70. The reinforcing member 80 is made of stainless steel and is a plate material. The reinforcing member 80 has, for example, a substantially rectangular shape. The reinforcing member 80 is fixed to the side portion 76 by welding, for example. As shown in FIG. 7, the reinforcing member 80 is disposed at a position overlapping the lower end portion of the side outer plate 20 when viewed from the side structure 5 side in a state in which the compensation member 70 is attached to the underframe 3. ing. As shown in FIG. 7, the reinforcing member 80 is formed with a welded portion W that joins the compensation member 70 and the side outer plate 20.

補填部材７０の底部７４には、孔８４が設けられている。孔８４は、例えば円形状を呈しており、底部７４を貫通して形成されている。この孔８４は、例えば、補填部材７０内に水等の液体、或いは異物が入った場合に、それらを外部に排出するために用いられる。 A hole 84 is provided in the bottom 74 of the compensation member 70. The hole 84 has a circular shape, for example, and is formed through the bottom 74. The holes 84 are used, for example, to discharge the liquid to the outside when a liquid such as water or foreign matter enters the filling member 70.

上記構成を有する補填部材７０は、台枠３（第１部材６２）よりも剛性が小さい。すなわち、補填部材７０は、外部から衝撃を与えられたとき強度が台枠３の強度よりも小さく、台枠３に比べて破損し易い。補填部材７０の剛性を台枠３の剛性よりも小さくする方法としては、例えば、補填部材７０を構成する各部の厚みを小さくする。 The filling member 70 having the above configuration is less rigid than the frame 3 (first member 62). In other words, the strength of the compensation member 70 is smaller than the strength of the frame 3 when an impact is applied from the outside, and is more easily damaged than the frame 3. As a method of making the rigidity of the compensation member 70 smaller than the rigidity of the frame 3, for example, the thickness of each part constituting the compensation member 70 is reduced.

続いて、補填部材７０の台枠３への取り付けについて説明する。最初に、補填部材７０が取り付けられる台枠３の角部１０の構成について説明する。図６は、補填部材が取り付けられる台枠を示す斜視図である。 Next, attachment of the compensation member 70 to the frame 3 will be described. Initially, the structure of the corner | angular part 10 of the frame 3 to which the compensation member 70 is attached is demonstrated. FIG. 6 is a perspective view showing a frame on which the compensation member is attached.

図６に示されるように、台枠３は、例えば、縁部が２重構造を有している。具体的には、台枠３は、内側部材３ａと、外側部材３ｂと、を有している。内側部材３ａは、鉄製であり、外側部材３ｂは、ステンレス製である。内側部材３ａ及び外側部材３ｂは、台枠３の縁部に沿って延在している。外側部材３ｂは、内側部材３ａの外側に配置されており、台枠３の外面を形成している。内側部材３ａは、断面が略Ｕ字形状を呈している。台枠３の角部１０では、内側部材３ａは、外側部材３ｂよりも端部３ｅが突出している。 As shown in FIG. 6, the frame 3 has, for example, a double structure at the edge. Specifically, the underframe 3 has an inner member 3a and an outer member 3b. The inner member 3a is made of iron, and the outer member 3b is made of stainless steel. The inner member 3 a and the outer member 3 b extend along the edge of the frame 3. The outer member 3 b is disposed outside the inner member 3 a and forms the outer surface of the frame 3. The inner member 3a has a substantially U-shaped cross section. At the corner 10 of the frame 3, the inner member 3a has an end 3e protruding beyond the outer member 3b.

上記構成を有する台枠３に補填部材７０を取り付けるときには、補填部材７０の開口部７０ａが台枠３の角部３Ｋを臨むように位置させる。次に、補填部材７０を台枠３に取り付ける。続いて、補填部材７０と台枠３とを接合する。具体的には、補填部材７０の側部７６，７８の縁と内側部材３ａとの境界部分に、タック溶接を行い、非連続な溶接部を形成する。図７に示されるように、補填部材７０と台枠３（外側部材３ｂ）との接合部分には、溶接部を覆うようにシリコン等の封止材Ｅを設けてもよい。 When the compensation member 70 is attached to the frame 3 having the above-described configuration, the opening 70 a of the compensation member 70 is positioned so as to face the corner 3 K of the frame 3. Next, the compensation member 70 is attached to the frame 3. Subsequently, the compensation member 70 and the frame 3 are joined. Specifically, tack welding is performed at the boundary portion between the edges of the side portions 76 and 78 of the compensation member 70 and the inner member 3a to form a discontinuous welded portion. As shown in FIG. 7, a sealing material E such as silicon may be provided at a joint portion between the compensation member 70 and the base frame 3 (outer member 3 b) so as to cover the welded portion.

鉄道車両構体１を製造する際には、台枠３に補填部材７０を取り付けた後に、側外板２０と妻外板３０とを取り付ける。具体的には、側外板２０と妻外板３０とを準備し、鉄道車両構体１の角部１０において、側外板２０の端部と妻外板３０の端部とを接合する。ｋのとき、補填部材７０を基準に、補填部材７０の角部において側外板２０の端部と妻外板３０の端部とが合わさるように、側外板２０及び妻外板３０の位置決めを行う。側外板２０及び妻外板３０の位置を決定すると、側外板２０及び妻外板３０を接合すると共に、側外板２０及び妻外板３０と台枠３とを溶接により接合する。更に、側外板２０及び妻外板３０と補填部材７０とを溶接により接合する。このとき、補填部材７０に設けられた補強部材８０の配置された位置に溶接部Ｗが形成されるように、溶接を行う。 When manufacturing the railway vehicle structure 1, the side outer plate 20 and the wife outer plate 30 are attached after the compensation member 70 is attached to the underframe 3. Specifically, the side skin 20 and the end skin 30 are prepared, and the end of the side skin 20 and the end of the end skin 30 are joined at the corner 10 of the railway vehicle structure 1. When k, the positioning of the side skin 20 and the end skin 30 is such that the end of the side skin 20 and the end of the end skin 30 are aligned at the corner of the compensation member 70 with respect to the compensation member 70. I do. When the positions of the side outer plate 20 and the wife outer plate 30 are determined, the side outer plate 20 and the wife outer plate 30 are joined, and the side outer plate 20, the wife outer plate 30, and the base frame 3 are joined by welding. Furthermore, the side outer plate 20, the wife outer plate 30, and the compensation member 70 are joined by welding. At this time, welding is performed so that the welded portion W is formed at the position where the reinforcing member 80 provided in the compensation member 70 is disposed.

以上説明したように、本実施形態に係る鉄道車両構体１は、側構体５の側外板２０と妻構体９の妻外板３０とが車両の角部１０で接合され、側構体５と妻構体９との間には結合材６０が架け渡されている。このような構成により、鉄道車両構体１には、結合材６０、側構体５の側外板２０及び妻構体９の妻外板３０により、車両の上下方向に延在する略三角中空構造Ｓが形成されている。補填部材７０は、面取り形状とされた台枠３の角部３Ｋに別部材として取り付けられているため、オフセット衝突時に、結合材６０における第１部材６２の第１部分６２ａの外面６２ｓに沿って外れる（破損する）。したがって、オフセット衝突時に、補填部材７０が他の車両に引っ掛かることを抑制できる。これにより、鉄道車両構体１では、略三角中空構造Ｓによって側構体５の側外板２０及び妻構体９の妻外板３０に対する衝撃を吸収すると共に、結合材６０によって衝突する車両同士を引き離す力を作用させ、車体の損傷の低減を図ることができる。 As described above, in the railway vehicle structure 1 according to this embodiment, the side outer plate 20 of the side structure 5 and the wife outer plate 30 of the wife structure 9 are joined at the corner 10 of the vehicle, and the side structure 5 and the wife are connected. A bonding material 60 is bridged between the structures 9. With this configuration, the railway vehicle structure 1 has a substantially triangular hollow structure S extending in the vertical direction of the vehicle by the binding material 60, the side outer plate 20 of the side structure 5, and the wife outer plate 30 of the wife structure 9. Is formed. Since the compensation member 70 is attached as a separate member to the corner portion 3K of the chamfered frame 3, along the outer surface 62 s of the first portion 62 a of the first member 62 in the binding material 60 at the time of an offset collision. Detach (damage). Therefore, it is possible to prevent the compensation member 70 from being caught by another vehicle at the time of an offset collision. Thereby, in the railway vehicle structure 1, the substantially triangular hollow structure S absorbs the impact on the side outer plate 20 of the side structure 5 and the wife outer plate 30 of the wife structure 9, and the force that separates the vehicles that collide with each other by the bonding material 60. This can reduce the damage to the vehicle body.

本実施形態の鉄道車両構体１では、面取り形状とされている台枠３の角部３Ｋに補填部材７０が取り付けられている。これにより、台枠３の角部３Ｋが一部欠けた外観となることを回避でき、意匠性の向上を図ることができる。また、補填部材７０は、車両の上下方向から見て、側構体５の側外板２０と妻構体９の妻外板３０との角部１０における内側の形状に対応した外形を呈している。これにより、側構体５の側外板２０と妻構体９の妻外板３０とを接合するときに、補填部材７０を基準として用いることができる。したがって、側構体５の側外板２０と妻構体９の妻外板３０との角部１０における位置合わせを容易に行うことができ、製造時の作業性の向上が図れる。 In the railway vehicle structure 1 of the present embodiment, the compensation member 70 is attached to the corner portion 3K of the underframe 3 that has a chamfered shape. Thereby, it can avoid that the corner | angular part 3K of the base frame 3 becomes a part lacking, and can aim at the improvement of the designability. Further, the compensation member 70 has an outer shape corresponding to the inner shape of the corner portion 10 between the side outer plate 20 of the side structure 5 and the end outer plate 30 of the wife structure 9 when viewed from the vertical direction of the vehicle. Thereby, when the side outer plate 20 of the side structure 5 and the wife outer plate 30 of the wife structure 9 are joined, the compensation member 70 can be used as a reference. Therefore, alignment at the corner 10 of the side outer plate 20 of the side structure 5 and the end outer plate 30 of the wife structure 9 can be easily performed, and workability at the time of manufacturing can be improved.

本実施形態では、補填部材７０の剛性は、台枠３（第１部材６２）の剛性よりも低い。この構成によれば、オフセット衝突時に、補填部材７０が破損し易い。そのため、オフセット衝突時に、補填部材７０に他の車両が引っ掛かることを抑制できる。したがって、補填部材７０が、車両同士を引き離す作用を阻害することを抑制できる。 In the present embodiment, the rigidity of the compensation member 70 is lower than the rigidity of the frame 3 (first member 62). According to this configuration, the compensation member 70 is easily damaged during an offset collision. Therefore, it is possible to suppress the other vehicle from being caught by the compensation member 70 at the time of an offset collision. Therefore, it can suppress that the compensation member 70 inhibits the effect | action which pulls apart vehicles.

本実施形態では、補填部材７０と台枠３とは、非連続溶接により接合されている。この構成により、台枠３と補填部材７０とを確実に接合しつつ、オフセット衝突時には台枠３から補填部材７０を外れ易くすることができる。したがって、補填部材７０が、車両同士を引き離す作用を阻害することを抑制できる。 In this embodiment, the filling member 70 and the frame 3 are joined by non-continuous welding. With this configuration, the base frame 3 and the compensation member 70 can be securely joined, and the compensation member 70 can be easily detached from the base frame 3 at the time of an offset collision. Therefore, it can suppress that the compensation member 70 inhibits the effect | action which pulls apart vehicles.

本実施形態では、補填部材７０は、側外板２０及び妻外板３０と接合されている。補填部材７０が設けられていない場合、側外板２０及び妻外板３０の下端部は、互いに接合されているのみであり、他の部材に接合されていない。この場合、側外板２０及び妻外板３０にしわ（歪み）が生じることがある。本実施形態では、側外板２０及び妻外板３０の下端部が補填部材７０に接合されるため、側外板２０及び妻外板３０にしわが生じることを抑制できる。 In the present embodiment, the filling member 70 is joined to the side outer plate 20 and the wife outer plate 30. When the compensation member 70 is not provided, the lower end portions of the side outer plate 20 and the end outer plate 30 are only joined to each other, and are not joined to other members. In this case, wrinkles (distortions) may occur in the side outer plate 20 and the wife outer plate 30. In this embodiment, since the lower end part of the side outer plate 20 and the wife outer plate 30 is joined to the filling member 70, it can suppress that a wrinkle arises in the side outer plate 20 and the wife outer plate 30. FIG.

本発明は、上記実施形態に限定されない。例えば、上記実施形態では、補填部材７０がステンレス製であり、内部に中空部Ｈが設けられている形態を一例に説明したが、補填部材はこれに限定されない。補填部材の材料としては、例えば、ＦＲＰ（Fiber Reinforced Plastics：繊維強化プラスチック）又はゴム等の樹脂性であってもよい。ゴム等により補填部材を形成する場合には、中空部は設けられていなくてもよい。要は、補填部材の剛性が台枠３の剛性よりも低ければよい。 The present invention is not limited to the above embodiment. For example, in the above-described embodiment, the embodiment has been described in which the filling member 70 is made of stainless steel and the hollow portion H is provided therein, but the filling member is not limited to this. As a material of the filling member, for example, resin such as FRP (Fiber Reinforced Plastics) or rubber may be used. When the filling member is formed of rubber or the like, the hollow portion may not be provided. In short, it is sufficient that the rigidity of the filling member is lower than the rigidity of the frame 3.

上記実施形態では、台枠３と補填部材７０とを非連続溶接により接合する形態を一例に説明したが、台枠３と補填部材７０との接合方法はこれに限定されない。台枠３と補填部材７０とは、車両の走行時等において補填部材７０が台枠３から外れるといった事態が生じないと共に、オフセット衝突時（所定の応力が加えられたとき）には台枠３から補填部材７０が外れるように接合されていればよい。 In the said embodiment, although the form which joins the base frame 3 and the supplementary member 70 by discontinuous welding was demonstrated to an example, the joining method of the base frame 3 and the supplementary member 70 is not limited to this. The frame 3 and the compensation member 70 do not cause a situation in which the compensation member 70 is detached from the frame 3 during traveling of the vehicle or the like, and the frame 3 at the time of an offset collision (when a predetermined stress is applied). What is necessary is just to join so that the compensation member 70 may remove | deviate from.

上記実施形態では、第１柱４０及び第２柱５０が設けられている形態を一例に説明したが、第１柱４０及び第２柱５０は設けられていなくてもよい。この場合、結合材６０が側外板２０及び妻外板３０のそれぞれに直接接合される。また、第１柱４０だけが設けられていてもよいし、第２柱５０だけが設けられていてもよい。 In the above-described embodiment, an example in which the first pillar 40 and the second pillar 50 are provided has been described as an example, but the first pillar 40 and the second pillar 50 may not be provided. In this case, the bonding material 60 is directly joined to each of the side outer plate 20 and the wife outer plate 30. Further, only the first pillar 40 may be provided, or only the second pillar 50 may be provided.

上記実施形態では、面取り形状とされた台枠３の角部３Ｋに台枠３とは別部材である補填部材７０が取り付けられた形態を一例に説明した。しかし、台枠３の角部が上記補填部材と同様の機能を有するように構成されていてもよい。 In the above-described embodiment, the configuration in which the compensation member 70, which is a separate member from the frame 3, is attached to the corner 3 K of the frame 3 having a chamfered shape as an example. However, the corner portion of the underframe 3 may be configured to have the same function as the above-described compensation member.

具体的には、例えば図６に示される構成において、内側部材３ａ及び外側部材３ｂが角部で交わるように延在して、台枠３の角部が形成されている。この構成において、結合材６０の第１部材６２の第１部分６２ａよりも外側に位置する台枠の角部は、その他の部分よりも剛性が低い。台枠の角部の剛性を、台枠の他の部分の剛性よりも低くする方法としては、例えば、台枠の角部を構成する部材の厚みを、他の部分の厚みよりも小さくする。 Specifically, for example, in the configuration shown in FIG. 6, the inner member 3 a and the outer member 3 b extend so that they intersect at the corner, and the corner of the underframe 3 is formed. In this configuration, the corner portion of the frame located outside the first portion 62a of the first member 62 of the binding material 60 has lower rigidity than the other portions. As a method for lowering the rigidity of the corners of the frame than the rigidity of other parts of the frame, for example, the thickness of the members constituting the corners of the frame is made smaller than the thickness of the other parts.

このような構成により、台枠の角部は、オフセット衝突時に容易に潰れる（破損する）。したがって、オフセット衝突時に、台枠３の角部が他の車両に引っ掛かることを抑制できる。これにより、他の形態の鉄道車両構体では、略三角中空構造によって側構体の外板及び妻構体の妻外板に対する衝撃を吸収すると共に、結合材によって衝突する車両同士を引き離す力を作用させ、車体の損傷の低減を図ることができる。 With such a configuration, the corners of the underframe are easily crushed (damaged) during an offset collision. Therefore, it is possible to suppress the corner portion of the frame 3 from being caught by another vehicle at the time of an offset collision. Thereby, in the railway vehicle structure of another form, while absorbing the impact on the outer plate of the side structure and the wife outer plate of the side structure by the substantially triangular hollow structure, the force that separates the vehicles that collide with each other by the binding material is applied, Reduction of vehicle body damage can be achieved.

また、他の形態の鉄道車両構体では、台枠が面取りされた形状ではないため、従来のように台枠の角部が欠けた外観となることを回避でき、意匠性の向上を図ることができる。また、側構体の外板と妻構体の外板とを接合するときに、台枠の角部を基準として用いることができる。したがって、側構体の側外板と妻構体の妻外板との角部における位置合わせを容易に行うことができ、製造時の作業性の向上が図れる。 Also, in other forms of railcar structures, the underframe is not chamfered, so that it can be avoided that the corners of the underframe are missing as in the prior art, and the design can be improved. it can. Further, when joining the outer plate of the side structure and the outer plate of the wife structure, the corners of the frame can be used as a reference. Therefore, alignment at the corners of the side outer plate of the side structure and the wife outer plate of the wife structure can be easily performed, and the workability during manufacturing can be improved.

上記実施形態では、各部がステンレス製である形態を一例に説明したが、各部の材料はステンレスに限定されない。各部の材料としては、鋼、アルミ合金、或いはそれらの組合せを用いることができる。 In the embodiment described above, an example in which each part is made of stainless steel has been described as an example, but the material of each part is not limited to stainless steel. As a material of each part, steel, an aluminum alloy, or a combination thereof can be used.

１…鉄道車両構体、３…台枠、３Ｋ…角部、５…側構体、９…妻構体、１０…角部、２０…側外板、３０…妻外板、６０…結合材、７０…補填部材。 DESCRIPTION OF SYMBOLS 1 ... Railway vehicle structure, 3 ... Underframe, 3K ... Corner | angular part, 5 ... Side structure, 9 ... Wife structure, 10 ... Corner | angular part, 20 ... Side | surface outer plate, 30 ... Wife outer plate, 60 ... Binder, 70 ... Supplementary material.

Claims

It has a frame, a side structure and a wife structure standing on the frame,
The outer plate of the side structure and the outer plate of the wife structure are joined at a corner of the vehicle,
Provided is a binding material that is disposed inside the side structure and the wife structure at the corner of the vehicle, extends in the vertical direction of the vehicle, and spans the side structure and the wife structure. And
The corner of the underframe is chamfered,
A railway vehicle structure in which a substantially triangular hollow structure extending in the vertical direction is formed by the binding material, the outer plate of the side structure and the outer plate of the end structure,
A supplementary member is attached to the corner of the underframe,
The railway vehicle has an outer shape corresponding to an inner shape of the corner portion of the vehicle between the outer plate of the side structure and the outer plate of the end structure when viewed from the vertical direction. Structure.

The railway vehicle structure according to claim 1, wherein a rigidity of the compensation member is lower than a rigidity of the underframe.

The railway vehicle structure according to claim 1 or 2, wherein the supplementary member and the underframe are joined by welding.

It has a frame, a side structure and a wife structure standing on the frame,
The outer plate of the side structure and the outer plate of the wife structure are joined at a corner of the vehicle,
Provided is a binding material that is disposed inside the side structure and the wife structure at the corner of the vehicle, extends in the vertical direction of the vehicle, and spans the side structure and the wife structure. And
A railway vehicle structure in which a substantially triangular hollow structure extending in the vertical direction is formed by the binding material, the outer plate of the side structure and the outer plate of the end structure,
The corner portion of the underframe is a railway vehicle structure whose rigidity is lower than a portion other than the corner portion of the underframe.