JP7403609B1 - railway vehicle - Google Patents

Abstract

[Problem] A railway vehicle that is capable of suppressing deformation of the end structure by providing a shock absorbing member on the outer side of the end structure and efficiently transmitting the load due to a collision from the impact absorbing member on the outer side of the end structure to the underframe of the rail vehicle. can be provided. [Solution] The railway vehicle is provided with a shock absorbing member at a lower part of the outer side of the end structure and the end structure, the impact absorbing member has a reinforcing wall inside, and an interface between the end structure and the impact absorbing member. A first projection plane in which the plurality of end structure reinforcing walls are projected onto the boundary surface and a second projection plane in which the plurality of shock absorbing reinforcing walls are projected onto the boundary surface are configured to overlap on the boundary surface. Provide railway vehicles. [Selection diagram] Figure 3

Description

TECHNICAL FIELD The present invention relates to a railway vehicle.

A railway vehicle consists of an underframe forming the floor, side structures erected at both widthwise ends of the underframe, end structures erected at both longitudinal ends of the underframe, and side structures and end structures. It has a box shape (hexahedral shape) consisting of a roof structure placed on the upper end of the structure. In order to improve collision safety when a railway vehicle collides with an object, a portion of the end portion of the railway vehicle close to the end structure may be provided with a shock absorbing member. An example in which a shock absorbing member is provided on the underframe connected to the end structure is disclosed in Patent Document 1. Further, some railway vehicles are equipped with a leading step on the end structure of the leading vehicle, but the leading step is a working step and only has the strength to support the weight of the worker.

JP 2020-100198 Publication

Patent Document 1 describes a structure that efficiently transmits a collision load received by a railway vehicle from an end structure to a shock absorbing member connected to an underframe. In order to improve the safety of the driver located near the end structure, it is preferable to suppress deformation of the end structure due to a collision.

Further, a typical leading step is strong enough to support the weight of a worker, and is made up of only a hollow outer frame, so it does not have the function of absorbing the impact of a vehicle collision.

The present invention has been made in view of the above-mentioned problems, and its object is to provide a shock absorbing member on the outer side of the end structure, and to efficiently connect the shock absorbing member on the outer side of the end structure to the underframe of a railway vehicle. An object of the present invention is to provide a railway vehicle capable of transmitting a load caused by a collision and suppressing deformation of an end structure.

The railway vehicle has a shock absorbing member installed on the end structure, and a end structure reinforcing section for reinforcing the strength of the end structure at a position where the shock absorbing member is attached, and the end structure reinforcing section has an internal structure. The impact absorbing member has a plurality of end structure reinforcing walls that reinforce the end structure, and the shock absorbing member has a plurality of impact absorbing reinforcing walls that reinforce the impact absorbing member inside at positions corresponding to the end structure reinforcing walls.

At the interface between the end structure and the shock absorbing member, a first projection plane in which the plurality of end structure reinforcing walls are projected onto the boundary surface, and a second projection plane in which the plurality of shock absorbing reinforcing walls are projected onto the boundary surface. We provide a railway vehicle that overlaps with .

According to the present invention, it is possible to provide a railway vehicle that efficiently transmits a collision load from a shock absorbing member provided on the outer side of the end structure to the underframe.

FIG. 1 is a side view of a railway vehicle. FIG. 2 is a perspective view of the railway vehicle. FIG. 3 is a top sectional view of the railway vehicle according to the first embodiment. FIG. 4 is a side sectional view of the railway vehicle according to the first embodiment. FIG. 5 is a top sectional view of the railway vehicle according to the second embodiment. FIG. 6 is a top sectional view of the railway vehicle according to the third embodiment. FIG. 7 is a side sectional view and a front partial view of a railway vehicle according to the fourth embodiment.

Examples will be described below with reference to the drawings. First, define each direction. The longitudinal direction (rail) of the railway vehicle is the X direction, the width (sleeper) direction of the railway vehicle body is the Y direction, and the height direction of the railway vehicle body is the Z direction. Hereinafter, the directions may be simply referred to as the X direction, Y direction, or Z direction. In the drawings, each element is numbered in accordance with its location, but these numbers do not indicate dimensions.

FIG. 1 is a side view of the railway vehicle 1. The railway vehicle 1 includes an underframe 10 forming a floor surface, side structures 20 erected at both ends of the underframe 10 in the Y direction (width direction, Y axis), and an underframe 10 in the X direction (longitudinal direction, It is a hexahedron that includes an end structure 30 erected at both ends of the X-axis), and a roof structure 40 placed on the upper ends of the side structures 20 and the end structure 30. FIG. 2 is a perspective view of the railway vehicle shown in FIG. 1, showing the Z direction (Z axis) which is the height direction in addition to the X direction and the Y direction.

The railway vehicle 1 has an underframe 10 that is connected at the bottom to a bogie running on a track 5 and forms a floor surface. The railway vehicle 1 travels on a track 5 via a bogie 7. In this embodiment, a case will be considered in which the railway vehicle 1 is traveling along the track 5 and the end structure 30 collides head-on with an obstacle above the track 5.

A shock absorbing member 70 is installed on the lower side in the height direction of the end structure 30 of the railway vehicle 1, on the outside of the end structure 30 (outside of the railway vehicle 1), in other words, at a position corresponding to the previous leading step. Ru. Since the impact absorbing member 70 is provided on the outside of the end structure 30, in the case of a head-on collision, the impact absorbing member 70 can come into contact with an obstacle before the end structure 30 does. Incidentally, since the shock absorbing member 70 is located at the outer lower part of the end structure 30, the shock absorbing member 70 can also be used as a step and used as a footrest for maintenance of the railway vehicle 1, similarly to the leading step. By utilizing the outer frame shape of the leading step for the shock absorbing member 70, manufacturing costs can be reduced.

At the lower part of the underframe 10 of the railway vehicle 1, a barrier deflector 14 is provided on the railroad vehicle 1 via a deflector support portion 12. In a collision, when the evacuation device 14 comes into contact with an obstacle, the evacuation device 14 receives a load and deforms, and at the same time, the collision load is transmitted to the underframe 10 via the evacuation device 14. The transmitted collision load is absorbed by deformation of the underframe 10 and surrounding structures.

The side structure 20 of the railway vehicle 1 has an opening including a window 22, an entrance/exit 24, and a crew door 26. In a head-on collision, the shock absorbing member 70 deforms under the impact load, and the collision load is transmitted to the side structures 20 while the end structure 30 deforms. The side structure 20 has an opening including a window 22, and its rigidity is lower than when there is no opening, so the deformation at the opening increases when receiving a collision load.

As described above, when a large collision load is transmitted to the end structure 30 and the side structures 20, the deformation of the end structure 30 and the side structures 20 becomes large, and the space for passengers and crew members of the railway vehicle 1 can be greatly reduced. The underframe 10 is often more rigid than the side structure 20, which has many openings. A structure that effectively transmits the collision load to the underframe 20 is preferable.

Example 1 will be described using FIGS. 3 and 4. FIG. 3 is a top sectional view of the railway vehicle according to the first embodiment, and is a sectional view taken along the line AA shown in FIG. FIG. 4 is a side sectional view of the railway vehicle according to the first embodiment shown in FIG. 3, and is a sectional view taken along the XZ cutting plane 90 shown in FIG.

As shown in FIG. 3, the end structure 30 has an outer side plate 36 facing the outer side of the end structure 30 and an inner side plate 38 facing the inner side of the car at the position where the shock absorbing member 70 is attached. A reinforcing portion 37 is formed. In the end structure reinforcement section 37, a plurality of reinforcing walls 32 (hereinafter referred to as end structure reinforcement walls 32) for reinforcing the strength of the end structure 30 are provided between the vehicle outer side plate 36 and the vehicle inner side surface plate 38. As shown in FIG. 3, the end structure reinforcing wall 32 in the first embodiment is provided with a plurality of end structure vertical reinforcing walls 32a extending in the Z direction. Further, as shown in FIG. 4, the end structure reinforcing wall 32 is also provided with a plurality of end structure horizontal reinforcing walls 32b extending in the Y direction. The plurality of end structure vertical reinforcing walls 32a are provided in parallel to a plane formed by the longitudinal direction (X direction) and the height direction (Z direction) of the railway vehicle 1. The plurality of end structure horizontal reinforcing walls 32b are provided in parallel to a plane formed by the longitudinal direction (X direction) and the width direction (Y direction) of the railway vehicle 1.

The outer shape of the shock absorbing member 70 is constituted by a top plate 75, a top plate 76, and a bottom plate 77, and the ends thereof are connected to the vehicle exterior side plate 36 of the end structure 30 as a boundary surface by means including welding. As shown in FIG. 4, the shock absorbing member 70 may be disposed astride the end structure 30 and the underframe 10.

The shock absorbing member 70 has a plurality of reinforcing walls 72 (hereinafter referred to as shock absorbing reinforcing walls 72) inside thereof in order to reinforce the strength of the shock absorbing member 70. As shown in FIGS. 3 and 4, the impact-absorbing reinforcing wall 72 includes a plurality of impact-absorbing vertical reinforcing walls 72a and a plurality of impact-absorbing horizontal reinforcing walls 72b. The plurality of shock absorbing vertical reinforcing walls 72a are provided in parallel to a plane formed by the longitudinal direction (X direction) and the height direction (Z direction) of the railway vehicle 1. The shock absorbing horizontal reinforcing wall 72b is provided parallel to a plane formed by the longitudinal direction (X direction) and the width direction (Y direction) of the railway vehicle 1.

Note that, as shown in FIG. 3, each of the plurality of shock absorbing vertical reinforcing walls 72a is provided at the same position on the Y axis so as to correspond to each of the plurality of end structure vertical reinforcing walls 32a. Further, as shown in FIG. 4, the plurality of shock absorbing horizontal reinforcing walls 72b are provided at the same position on the Z axis so as to correspond to each of the plurality of end structure horizontal reinforcing walls 32b.

Further, the end structure reinforcing wall 32 may be either one of the end structure vertical reinforcing wall 32a and the end structure horizontal reinforcing wall 32b. The impact absorbing reinforcing wall 72 may be either the impact absorbing vertical reinforcing wall 72a or the end structure horizontal reinforcing wall 32b.

In this way, the projection plane in which the plurality of end structure reinforcing walls 32 are projected onto the boundary surface and the projection plane in which the plurality of shock absorbing reinforcing walls 72 are projected onto the boundary surface overlap.

In other words, the latest plate thickness of the reinforcing wall 32 of the end structure 30 on the boundary surface is projected onto the boundary surface in the longitudinal direction (X direction) of the railway vehicle 1, and the projected surface of the impact absorbing member 70. A projection plane in which the latest plate thickness is projected on the boundary surface of the reinforcing wall 72 in the longitudinal direction of the railway vehicle 1 is superimposed on the boundary surface.

Since the impact absorbing member 70 has the impact absorbing reinforcing wall 72, the impact absorbing member 70 is prevented from buckling when the impact absorbing member 70 is subjected to a collision, compared to a normal leading step without the impact absorbing reinforcing wall 72. The impact load absorbed by the impact absorbing member 70 can be increased.

On the right side of FIG. 3, the end structure 30 and the shock absorbing member 70 are shown separated, but as indicated by the two-dot chain line, the end structure vertical reinforcing wall 32a and the shock absorbing vertical reinforcing wall 72a are connected to the impact absorbing member 70. and the end structure 30 at the same Y direction position (same width direction position of the railway vehicle 1). Similarly, as shown in FIG. 4, the outer shape of the end structure horizontal reinforcing wall 32b and the shock absorbing horizontal reinforcing wall 72b is composed of a top plate 75, a top plate 76, and a bottom plate 77. They exist at the same Z direction position (the same height direction position of the railway vehicle 1) on the boundary surface of the end structure 30 by means including welding.

In the above positional relationship between the end structure reinforcing walls 32 and the shock absorbing reinforcing walls 72, that is, at the interface between the end structure 30 and the shock absorbing member 70, each of the plural end structure reinforcing walls 32 and the plurality of shock absorbing reinforcing walls 72 As a result, when the shock absorbing member 70 receives an impact load, the load is transmitted from the shock absorbing reinforcing wall 72 to the end structure reinforcing wall 32, and the impact load can be transmitted to the underframe 10 with high efficiency.

With this configuration, as shown in FIG. 3, the structure from the front plate 76 of the shock absorbing member 70 to the vehicle interior side plate 38 of the end structure 30 is easily deformed by receiving an impact load. That is, it can act as a crushing region 80 that easily absorbs impact loads.

In addition, with this configuration, more impact load can be transmitted to the underframe 10 side via the end structure 30, and the deformation of the end structure 30 is prevented from increasing, and the underframe 10 is moved in the longitudinal direction of the vehicle. It can help deform and absorb impact loads.

Furthermore, by making the plate thickness of the shock absorbing member 70 thinner than that of the end structure 30 or the underframe 10, or by making the material of the shock absorbing member 70 softer than the material of the end structure 30 or the underframe 10, shock absorption can be achieved. The rigidity of the member 70 can be made lower than the rigidity of the end structure 30 or the underframe 10. For example, considering the case where the impact load is small, this configuration allows the impact load to be absorbed by the impact absorbing member 70 without substantially deforming the end structure 30 or the underframe 10. At this time, for repairing the collision, it is sufficient to simply replace the shock absorbing member 70, and the effect of facilitating the repair can also be obtained.

In the first embodiment, an example is shown in which the outer shape of the shock absorbing member 70 is formed by the top plate 75, the top plate 76, and the bottom plate 77. 70 may have a back plate.

As described above, according to the first embodiment, a shock absorbing member is provided on the outer side of the end structure, and the load due to a collision is efficiently transmitted from the impact absorbing member on the outer side of the end structure to the underframe of the railway vehicle, and It is possible to provide a railway vehicle that can suppress deformation.

In addition, the shock absorbing member efficiently transmits the load due to a collision to the underframe and can suppress deformation of the end structure, thereby improving the safety of the driver located near the end structure.

Further, by utilizing the outer frame shape of the leading step for the shock absorbing member, manufacturing costs can be reduced.

FIG. 5 is a top sectional view of the railway vehicle according to the second embodiment. The railway vehicle 1 of the second embodiment has basically the same configuration as the end structure 30, the underframe 10, the end structure reinforcement part 37, the shock absorbing member 70, etc. of the railway vehicle 1 of the first embodiment. However, in the first embodiment, the plurality of end structure vertical reinforcing walls 32a of the end structure 30 were shaped along the X direction (parallel to the A portion of the vertical reinforcing wall 32a has an angle with respect to the X direction and the Y direction. This angle may be, for example, a truss structure tilted by 30 degrees with respect to the X axis.

The position where the end structure vertical reinforcing wall 32a contacts the vehicle outer side plate 36 coincides with the position where the shock absorbing vertical reinforcing wall 72a contacts the vehicle outer side plate 36. That is, at the interface between the end structure 30 and the shock absorbing member 70, the impact absorption reinforcing walls 72 corresponding to each of the end structure reinforcing walls 32 overlap. Further, at the boundary surface, one impact-absorbing vertical reinforcing wall 72a is overlapped with some end structure vertical reinforcing walls 32a having angles with respect to the X direction and the Y direction. In the second embodiment as well, the projection plane in which the plurality of end structure reinforcing walls 32 are projected onto the boundary surface and the projection plane in which the plurality of shock absorbing reinforcing walls 72 are projected onto the boundary surface overlap.

According to this configuration, the impact load from the impact absorbing member 70 to the end structure 30 can be efficiently transmitted, and the same effects as in the first embodiment can be obtained.

In the second embodiment, a part of the end structure vertical reinforcing wall 32a is oriented obliquely to the X direction and the Y direction, but a part of the shock absorbing vertical reinforcing wall 72a is oriented in the X direction. It may also be inclined with respect to the Y direction, and the inclination may be, for example, 30 degrees to form a truss structure. Further, a portion of the end structure horizontal reinforcing wall 32b and the shock absorbing horizontal reinforcing wall 72b may be inclined with respect to the X direction and the Z direction, and the inclination may be, for example, 30 degrees, and a truss structure may be formed.

From the above, if the end structure reinforcing wall 32 and the shock absorbing reinforcing wall 72 of the end structure 30 touch at the same position on the vehicle outer side plate 36, the direction in which the end structure reinforcing wall 32 or the impact absorbing reinforcing wall 72 faces is in the X to Z direction. It doesn't have to match. That is, the end structure reinforcing wall 32 and the shock absorbing reinforcing wall 72 may have different angles with respect to the longitudinal direction of the railway vehicle 1 and different angles with respect to the height direction of the railway vehicle 1.

As described above, according to the second embodiment, the same effects as in the first embodiment can be obtained.

FIG. 6 is a top sectional view of the railway vehicle according to the third embodiment. The railway vehicle 1 of the third embodiment has basically the same configuration as the end structure 30, the underframe 10, the end structure reinforcement part 37, the shock absorbing member 70, etc. of the railway vehicle 1 of the first and second embodiments. In the third embodiment as well, the projection plane in which the plurality of end structure reinforcing walls 32 are projected onto the boundary surface and the projection plane in which the plurality of shock absorbing reinforcing walls 72 are projected onto the boundary surface overlap. In the first and second embodiments described above, the shock absorbing reinforcing wall 72 is in contact with the vehicle outer side plate 36 of the end structure 30. However, considering that the shock absorbing member 70 is deformed and crushed by the impact load, even if a gap 100 exists between the shock absorbing vertical reinforcing wall 72a and the vehicle outer side plate 36 as shown in FIG. By crushing the member 70, the vertical reinforcing wall 72a can come into contact with the vehicle outer side plate 36.

That is, if the distance between the gaps 100 becomes smaller after the shock absorbing member 70 starts deforming due to the collision, and the shock absorbing vertical reinforcing wall 72a can come into contact with the vehicle outer side plate 36, then the collision load can be absorbed into the impact as in the embodiment described above. The energy can be efficiently transmitted from the absorbing member 70 to the end structure 30 and the underframe 10.

In the third embodiment, an example in which there is a gap between the shock absorbing vertical reinforcing wall 72a and the vehicle outer side plate 36 is shown, but the end structure vertical reinforcing wall 32a or the end structure horizontal reinforcing wall 32b and the impact absorbing horizontal reinforcing wall A gap may be provided between 72b and the vehicle outer side plate 36. That is, the plurality of end structure reinforcing walls 32 and the plurality of shock absorbing reinforcing walls 72 have gaps near the boundary surfaces in the longitudinal direction of the railway vehicle 1.

As described above, the plurality of end structure reinforcing walls or the plurality of shock absorbing reinforcing walls have a gap between the boundary surface between the end structure 30 and the shock absorbing member 70 in the longitudinal direction of the railway vehicle 1.

Even if there is a gap between the end structure reinforcement wall 32 and the impact absorption reinforcement wall 72 and the vehicle outer side plate 36, the end structure reinforcement obtained by extending the end structure reinforcement wall 32 and the impact absorption reinforcement wall 72 in the X direction can be achieved. It is only necessary that the positions of the projection planes of the wall 32 and the impact absorbing reinforcing wall 72 projected onto the vehicle exterior side plate 36 match. That is, the end structure reinforcing wall 32 and the shock absorbing reinforcing wall 72 may overlap at the boundary between the end structure 30 and the shock absorbing member 70 .

As described above, according to the second embodiment, the same effects as in the first embodiment can be obtained. Furthermore, since there is a gap between the boundary surface and the impact absorbing member between the end structure and the impact absorbing member, it becomes easy to attach and remove the collision impact member from the end structure.

FIG. 7 is a side sectional view and a front partial view of a railway vehicle according to the fourth embodiment. The railway vehicle 1 of the third embodiment has basically the same configuration as the end structure 30, the underframe 10, the end structure reinforcement part 37, the shock absorbing member 70, etc. of the railway vehicle 1 of the first and second embodiments.

In the embodiment described above, the end structure reinforcing wall 32 and the shock absorbing reinforcing wall 72, which are in contact with each other at the vehicle outer side plate 36, extend in the same direction, that is, in the vertical (Z direction) or horizontal (Y direction) direction. I have shown examples of how this can be done.

However, considering the load transmission from the end structure reinforcement wall 32 to the impact absorption reinforcement wall 72, if only a portion of the end structure reinforcement wall 32 and the impact absorption reinforcement wall 72 coincide with each other, the impact absorption member 70 can be transferred to the end structure 30. And the load can be efficiently transmitted to the underframe 10.

An example is shown in FIG. FIG. 7 is an XZ plan view, and separately shows a partial area where the end structure reinforcing wall 32 and the shock absorbing reinforcing wall 72 contact each other at the vehicle outer side plate 36 as a front view (YZ plan view) from the viewpoint B. The end structure reinforcing wall 32 and the shock absorption reinforcing wall 72 are configured to face obliquely to the vertical direction (Z direction) and the horizontal direction (X direction), but the directions do not match, and when viewed from viewpoint B. In some cases, they only partially overlap. In the fourth embodiment as well, the projection plane in which the plurality of end structure reinforcing walls 32 are projected onto the boundary surface and the projection plane in which the plurality of shock absorbing reinforcing walls 72 are projected onto the boundary surface overlap.

As shown in FIG. 7, if the end structure reinforcing wall 32 and the shock absorbing reinforcing wall 72 partially overlap with each other through the vehicle outer side plate 36 (projection plane), the impact absorbing member 70 is moved from the end structure 30 depending on the overlapping area. The impact load can be transmitted to the vehicle, and the same effects as in the above-mentioned embodiments can be obtained.

Further, in Examples 1 to 4, the configuration example in which the vehicle outer side plate 36 is provided between the shock absorbing member 70 and the end structure 30 is shown, but the load transmission from the impact absorbing member 70 to the end structure 30 is In view of this, the vehicle outer side plate 36 does not necessarily need to be provided.

That is, it is only necessary that the end structure reinforcing wall 32 and the shock absorbing reinforcing wall 72 partially overlap when viewed from the front (YZ plane) at the virtual boundary surface that is the interface between the impact absorbing member 70 and the end structure 30. .

As described above, according to the fourth embodiment, the same effects as those of the first embodiment can be obtained.

Note that the present invention is not limited to the above-described embodiments, and includes various modifications. For example, the embodiments described above are described in detail to explain the present invention in an easy-to-understand manner, and the present invention is not necessarily limited to having all the configurations described. Furthermore, it is possible to replace a part of the configuration of one embodiment with the configuration of another embodiment, and it is also possible to add the configuration of another embodiment to the configuration of one embodiment. Further, it is possible to add, delete, or replace a part of the configuration of each embodiment with other configurations.

1: Railway vehicle 5: Track 7: Bogie 10: Underframe 12: Obstruction device support 14: Obstruction device 20: Side structure 22: Window section 24: Entrance/exit 26: Crew door 30: Gable structure (first)
32: Gable structure reinforcement wall 32a: Gable structure vertical reinforcement wall 32b: Gable structure horizontal reinforcement wall 36: Car outer side plate 37: Gable structure reinforcement part 38: Car inner side plate 40: Roof structure 70: Shock absorption member 72: Shock absorption reinforcement Wall 72a: Shock-absorbing vertical reinforcing wall 72b: Shock-absorbing horizontal reinforcing wall 75: Top plate 76: Top plate 77: Bottom plate 80: Crush area 90: X-Z cutting surface 100: Gap X: Longitudinal (rail) direction, X axis Y: Width (sleeper) direction, Y axis Z: Height direction, Z axis

Claims (8)

A bogie that runs on a track, an underframe connected to the bogie and forming a floor surface, side structures erected at both widthwise ends of the underframe, and erected at both longitudinal ends of the underframe. A railway vehicle comprising an end structure, and a roof structure placed on the side structure and the upper end of the end structure,
a shock absorbing member installed in the end structure;
an end structure reinforcing portion for reinforcing the strength of the end structure at a position where the shock absorbing member is attached;
The end structure reinforcing section has a plurality of end structure reinforcing walls for reinforcing the end structure therein,
The shock absorbing member has a plurality of shock absorbing reinforcing walls internally reinforcing the shock absorbing member at positions corresponding to the plurality of end structure reinforcing walls,
At the interface between the end structure and the shock absorbing member,
a first projection plane in which the plurality of end structure reinforcement walls are projected onto the boundary surface;
a second projection plane in which the plurality of shock absorbing reinforcing walls are projected onto the boundary surface;
railway vehicle. The railway vehicle according to claim 1,
The plurality of end structure reinforcing walls have a plurality of end structure vertical reinforcing walls parallel to a plane formed in the longitudinal direction and height direction of the railway vehicle,
The plurality of shock absorbing reinforcing walls include a plurality of shock absorbing vertical reinforcing walls parallel to a plane formed in the longitudinal direction and the height direction of the railroad vehicle. The railway vehicle according to claim 1,
The plurality of end structure reinforcing walls have a plurality of end structure horizontal reinforcing walls parallel to a plane formed in the longitudinal direction and the width direction of the railway vehicle,
The plurality of shock absorbing reinforcing walls include a plurality of shock absorbing horizontal reinforcing walls parallel to a plane formed in the longitudinal direction and the width direction of the railroad vehicle. The railway vehicle according to claim 1,
The plurality of end structure reinforcing walls or the plurality of shock absorbing reinforcing walls have a gap with the boundary surface in the longitudinal direction of the railway vehicle,
railway vehicle. The railway vehicle according to claim 1,
The plurality of gable structure reinforcement walls are
a plurality of end structure vertical reinforcing walls parallel to a plane formed in the longitudinal direction and height direction of the railway vehicle;
a plurality of end structure horizontal reinforcing walls parallel to a plane formed in the longitudinal direction and the width direction of the railway vehicle,
The plurality of shock absorbing reinforcing walls are
a plurality of impact-absorbing vertical reinforcing walls parallel to a plane formed in the longitudinal direction and height direction of the railway vehicle;
A railway vehicle comprising: a plurality of shock-absorbing horizontal reinforcing walls parallel to a plane formed in the longitudinal direction and the width direction of the railway vehicle. The railway vehicle according to claim 5,
A portion of the plurality of end structure vertical reinforcing walls or the plurality of shock absorbing vertical reinforcing walls,
tilted with respect to the longitudinal direction of the railway vehicle,
A railway vehicle in which a plurality of impact absorbing vertical reinforcing walls are provided for one end structure vertical reinforcing wall, or a plurality of end structure vertical reinforcing walls are provided for one impact absorbing vertical reinforcing wall at the boundary surface. The railway vehicle according to claim 3,
A portion of the plurality of end structure horizontal reinforcing walls or the plurality of shock absorbing horizontal reinforcing walls,
tilted with respect to the height direction of the railway vehicle,
A railway vehicle in which a plurality of impact absorbing horizontal reinforcing walls are provided for one end structure horizontal reinforcing wall or a plurality of end structure horizontal reinforcing walls are provided for one impact absorbing horizontal reinforcing wall at the boundary surface. A bogie that runs on a track, an underframe that is connected to the bogie and forms a floor surface, side structures that stand on both ends of the underframe in the width direction, and stand structures that stand on both ends of the underframe in the longitudinal direction. A railway vehicle comprising a gable structure, and a roof structure placed on the side structure and the upper end of the gable structure,
a shock absorbing member installed in the end structure;
a end structure reinforcing portion for reinforcing the strength of the end structure at a position in the end structure where the shock absorbing member is attached;
The end structure reinforcing section includes a plurality of end structure vertical reinforcing walls parallel to a plane formed in the longitudinal direction and the height direction of the railway vehicle, which reinforce the end structure therein, and a plurality of gable structure horizontal reinforcement walls parallel to the plane formed in the direction;
The shock absorbing member has a plurality of shock absorbing members parallel to a plane formed in the longitudinal direction and the height direction of the railway vehicle that reinforces the shock absorbing member internally so as to correspond to the plurality of end structure vertical reinforcing walls. a plurality of shock absorbers parallel to a plane formed in the longitudinal direction and the width direction of the railway vehicle that internally reinforce the shock absorbing member so as to correspond to the absorbing vertical reinforcing wall and the plurality of end structure horizontal reinforcing walls; The body has a horizontal reinforcement wall,
At the interface between the end structure and the shock absorbing member,
The plurality of end structure vertical reinforcing walls and the plurality of end structure vertical reinforcing walls are each provided at the same position in the width direction of the railway vehicle,
The plurality of end structure horizontal reinforcing walls and the plurality of shock absorber horizontal reinforcing walls are each provided at the same position in the height direction of the railway vehicle. The railway vehicle.

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