Railway vehicle

Abstract

To provide a middle beam structure capable of suppressing deformation of a middle beam to achieve high strength and a railway vehicle to which the same is applied.SOLUTION: This railway vehicle comprises: a connector receiver that receives a force from a connector; and middle and cap beams. The middle beams include a middle beam of a gable structure side for connecting the connector and a gable structure, and a middle beam of the cap beam side for connecting the connector and the cap beam. At least one of the middle beam of the gable structure side and the middle beam of the cap beam side has at least one of an R part or a bent part provided in the longitudinal midway of the middle beam.SELECTED DRAWING: Figure 5

Description

[Technical Field]

[0001] The present invention relates to railway vehicles. [Background technology]

[0002] One example of a railway vehicle is a box-like (hexahedral) structure made up of an underframe that forms the floor, side structures erected at both widthwise ends of the underframe, end structures erected at both longitudinal ends of the underframe, and a roof structure placed on the upper ends of the side structures and end structures. The underframe is equipped with coupler receivers that receive couplers that connect multiple railway vehicles. The load transmitted from the couplers is first transmitted to the coupler receiver and then to the railway vehicles via a center sill connected to the coupler receiver. An example of a railway vehicle with a center sill is disclosed in Patent Document 1. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] International Publication No. 2015 / 111185 Summary of the Invention [Problem to be solved by the invention]

[0004] Patent Document 1 describes a structure in which the center beam, to which the load from the coupler of a railway vehicle is transmitted, has high rigidity and strength to be able to bear the load. In order to improve the safety of railway vehicles, it is preferable to improve the rigidity of the center beam to suppress deformation when the load is transmitted and to improve the strength of the center beam.

[0005] However, the structure disclosed in Patent Document 1 only considers improving the strength of a center beam having a linear shape, and there is room for further consideration before applying it to center beam structures in general railway vehicles.

[0006] The present invention has been made in consideration of the above-mentioned problems, and aims to provide a center sill structure that efficiently transmits loads from the coupler receiver, suppresses deformation of the center sill, and achieves high strength, as well as a railway vehicle to which such a structure is applied. [Means for solving the problem]

[0007] An example of a means for solving the above problem is as follows.

[0008] A railway vehicle having a coupler holder that receives force from a coupler, a center sill, and a bolster, wherein the center sill has an end body structure-side center sill that connects the coupler holder to the end body structure, and a bolster-side center sill that connects the coupler holder to the bolster, and at least one of the end body structure-side center sill and the bolster-side center sill has at least one of an R portion or a bent portion in the longitudinal direction of the center sill, midway along the longitudinal direction of the center sill. [Effects of the Invention]

[0009] According to the present invention, it is possible to provide a railway vehicle in which the center sill can efficiently transmit the load from the coupler and the coupler receiver, suppress deformation of the center sill, and exhibit high strength.

[0010] Further configurations and effects of the present invention will become apparent throughout the entire specification below. [Brief explanation of the drawings]

[0011] [Figure 1] FIG. 1 is a schematic side view of a railway vehicle. [Figure 2] FIG. 2 is a schematic top perspective view of the AA cross section of FIG. [Figure 3] This is a side view of the area around the center sill on the gable side when area B in Figure 2 is viewed from the side. [Figure 4] FIG. 4 is a schematic front view illustrating the CC cross section of FIG. 3. [Figure 5] FIG. 4 is a diagram corresponding to FIG. 3 in the first embodiment of the present invention. [Figure 6] FIG. 5C is a schematic front view illustrating the cross section of FIG. 5C-C. [Figure 7] FIG. 6 is a diagram corresponding to FIG. 5 in accordance with a second embodiment of the present invention. [Figure 8] FIG. 5 is a diagram corresponding to FIG. 4 in accordance with a third embodiment of the present invention. [Figure 9]FIG. 10 is a diagram corresponding to FIG. 4 in accordance with a fourth embodiment of the present invention. [Figure 10] FIG. 10 is a diagram corresponding to FIG. 4 in accordance with a fifth embodiment of the present invention. [Figure 11] FIG. 10 is a diagram corresponding to FIG. 4 in a sixth embodiment of the present invention. [Figure 12] FIG. 10 is a diagram corresponding to FIG. 5 in accordance with a seventh embodiment of the present invention. [Figure 13] FIG. 13 is a schematic explanatory diagram of an example of the vicinity of region B in FIG. 2 in Example 8 of the present invention. [Figure 14] FIG. 3 is a schematic perspective view for understanding the three-dimensional structure in the vicinity of region B in FIG. 2. DETAILED DESCRIPTION OF THE INVENTION [Example]

[0012] The following explanation will be made using the drawings. First, each direction will be defined. The longitudinal (rail) direction of the railway vehicle is the X direction, the width (sleeper) direction of the railway vehicle body structure is the Y direction, and the height direction of the railway vehicle body structure is the Z direction. Hereinafter, these directions may be simply referred to as the X direction, Y direction, and Z direction.

[0013] FIG. 1 is an example of a side view of a typical railway vehicle 1.

[0014] Reference numeral 5 is the track (rail), 7 is the bogie, 10 is the underframe, and 40 is the roof structure. Reference numeral 20 is the side structure, 22 is the window section, 24 is the boarding / alighting door, and 30 is the end structure. Here, 15 is the coupler, and 16 is the coupler holder.

[0015] The railway vehicle 1 is a hexahedron comprising an underframe 10 forming the floor surface, side structures 20 erected at both ends of the underframe 10 in the Y direction, end structures 30 erected at the ends of the underframe 10 in the X direction, and a roof structure 40 placed on the upper ends of the side structures 20 and end structures 30. The side structures 20 of the railway vehicle 1 are equipped with windows 22 through which the inside and outside of the vehicle can be seen, and entrances and exits 24 through which passengers get on and off the railway vehicle 1.

[0016] FIG. 2 is a schematic top perspective view of the AA cross section of FIG.

[0017] A bogie 7 is connected to the bottom of the underframe 10 of the railway vehicle 1 via a bolster 9, and the railway vehicle runs on the track 5 via the bogie 7. Furthermore, the underframe 10 is provided with a coupler receiver 16 for receiving a coupler 15 for coupling with another railway vehicle. Loads generated by the mutual movement between multiple railway vehicles are transmitted from the coupler 15 to the coupler receiver 16.

[0018] In order to transmit the load received by the coupler receiver 16 to the railway vehicle 1, a center sill 50 on the bolster side connecting the coupler receiver 16 and the bolster 9, and a center sill 60 on the end body structure side connecting the coupler receiver 16 and the end body structure 30 are provided.

[0019] As shown in FIG. 2, the center sill 50 on the bolster side is configured parallel to the X direction, and the center sill 60 on the end bodywork side is sometimes configured obliquely to the X direction in order to include the coupler 15 .

[0020] Figure 3 is a side view of the area around the center sill on the end side when region B in Figure 2 is viewed from the side. Note that, as is the case in Figures 3 to 12, the Z axis is shown pointing downward in the figures. This means that in reality, for example, the structure in Figure 3 is upside down and arranged on the underframe 10 so as to connect, for example, the end bodyshell 30 and coupler receiver 16 in Figure 1.

[0021] In FIG. 3, the center sill 60 on the end body structure side is composed of a center sill face plate 64 and a center sill rib 61.

[0022] It is desirable to make the center sill 60 on the end body structure side tall in the Z direction in order to improve rigidity and suppress deformation due to the load transmitted from the coupler receiver 16. The force from the coupler 15 is first received by the coupler receiver 16, so the center sill 60 on the end body structure side on the coupler receiver 16 side is configured to be tall.

[0023] In FIG. 3, due to the geometric relationship with the end bodyshell 30, the center sill 60 is connected from the coupler receiver 16 to the end bodyshell 30 with its height gradually decreasing.

[0024] The reason for this is the requirement for a geometrical arrangement in an actual railway vehicle 1. The main reason is, for example, the need to provide a connection area between the rail and the underside (upper side in FIG. 3 ) of the end body structure 30 for lighting and for electrical, air, and signal wiring with other vehicles.

[0025] The center beam structure disclosed in Patent Document 1 does not particularly disclose any improvement in strength of the center beam structure as described in Example 1.

[0026] Fig. 4 is a schematic front explanatory view of the CC cross section of Fig. 3. For simplicity, Fig. 4 shows only half of the Y direction.

[0027] The center beam 60 on the end body structure side is composed of a center beam rib 61 extending in the Y direction and a center beam surface plate 64 extending in the Z direction. The center beam rib 61 and the center beam surface plate 64 can also be provided with brackets for supporting underfloor equipment, including piping, that is installed under the underframe 10 of the railway vehicle 1.

[0028] Here, the center beam rib 61 and the center beam face plate 64 are configured as different members and can be connected by welding, for example, to form the center beam 60.

[0029] However, there is a possibility that the strength of a welded connection will decrease due to the effects of heat generated during welding. In other words, when the load generated by coupler 15 is transmitted to center beam 60 via coupler receiver 16, the welded portion between center beam rib 61 and center beam face plate 64 that constitute center beam 60 may become a weak point in the railway vehicle 1 in terms of strength.

[0030] Therefore, it is desirable that the center sill 60 on the end body structure side efficiently transmits the load from the coupler 15 and coupler receiver 16 and suppresses deformation of the center sill 60 on the end body structure side.

[0031] The center sill 60 on the end body structure side exhibits high rigidity and also exhibits high strength at the locations that were welded, and as a result, the structure that allows the railway vehicle 1 to exhibit high strength when a load is transmitted to the center sill 60 on the end body structure side will be described below.

[0032] Fig. 5 is a view corresponding to Fig. 3. Fig. 6 is a schematic front explanatory view of the CC cross section of Fig. 5, and is a view corresponding to Fig. 4.

[0033] 5, the center beam 60 also has a center beam surface plate 64 on the negative Z-direction side of the center beam rib 61. The center beam surface plate 64 on the negative Z-direction side is connected to the center beam rib 61 via an R portion 66.

[0034] In the configuration of this embodiment 1, the center sill panel 64 on the negative side in the Z direction allows the Z-direction height of the center sill 60 on the end body structure 30 side to be increased without being restricted by height restrictions due to interference with other components of the railway vehicle 1.

[0035] This leads to an improvement in the rigidity of the center sill 60 on the end body structure side, and can reduce deformation of the center sill 60 on the end body structure side due to the load from the coupler receiver 16. Furthermore, Patent Document 1 does not present the problem or suggest a solution for improving the strength of the center sill on the end body structure side while avoiding the height restriction on the end body structure 30 side due to interference with other members of the railway vehicle 1.

[0036] In addition, in FIG. 5, the rigidity of the center sill 60 on the end body structure side can be improved just from the structural aspect.

[0037] Furthermore, as shown in Figure 6, the center beam rib 61 and center beam panel 64 can be constructed as a single unit using various methods, including extrusion, casting, and machining, and the welded portion itself can be eliminated, making it possible to fundamentally eliminate the reduction in strength due to welding.

[0038] For example, in a manufacturing method using extrusion, the cross-sectional shape shown in FIG. 6 is extruded, and then a side shape having the R portion 66 as shown in FIG. 5 can be formed using processing methods including machining.

[0039] When the load from the coupler receiver 16 is transmitted to the center sill 60 on the end bodyshell side, if the configuration shown in Figures 3 and 4 is constructed by welding, high stress due to the load may occur at the connection between the center sill rib 61 and the end bodyshell 30. Furthermore, in the structure of Figure 5, high stress may occur not only at the connection between the center sill rib 61 and the end bodyshell 30 but also at the R portion 66.

[0040] Therefore, by integrating the center sill rib 61 and the center sill face plate 64, it is possible to avoid the R portion 66 becoming a welded portion, and it is possible to avoid a decrease in strength due to welding, which is advantageous in terms of strength. This also makes it possible to provide a railway vehicle in which the center sill of the railway vehicle can efficiently transmit the load from the coupler and coupler receiver, suppress deformation of the center sill, and exhibit high strength.

[0041] In the structures of Figures 5 and 6, similar to the configurations shown in Figures 3 and 4, the center beam rib 61 and the center beam panel 64 can also be provided with brackets to support underfloor equipment, including piping, installed under the frame 10 of the railway vehicle 1.

[0042] To facilitate understanding of the structure, Figure 14 shows a schematic perspective view of the vicinity of area B in Figure 2 when Figure 5 or Figure 7 is applied. This is a supplementary explanation to facilitate understanding of the three-dimensional structure. Figure 14 makes it easy to understand the positions of the coupler receiver 16 and the end bodyshell 30, and to grasp that the center sill 60 on the end bodyshell side connects them at an angle. Furthermore, the three-dimensional structure of the center sill rib 61 and the center sill face plate 64 can also be easily grasped. [Example]

[0043] FIG. 7 corresponds to FIG. 5 of the first embodiment, and is basically the same as the first embodiment.

[0044] In Fig. 7, a bent portion 67 is provided instead of the rounded portion 66 in Fig. 5. This structure can also provide the same effect as that in Fig. 5 of Example 1. Furthermore, a connection by bending has the problem that stress concentration is more likely to occur than in a connection by rounding. To solve this problem, it is particularly desirable to construct the structure in Fig. 7 by integral molding without using welding. [Example]

[0045] FIG. 8 corresponds to FIG. 6 of the first embodiment, and is basically the same as the first embodiment.

[0046] In this embodiment, in addition to the center beam rib 61, a second center beam rib 62 is provided. This achieves a further improvement in strength compared to when there is only one center beam rib.

[0047] The second center beam rib 62 can be configured to connect to the center beam rib 61, for example, at position 66 in Figure 5 or position 67 in Figure 7. In this case, the load from the coupler receiver 16 can be transmitted continuously.

[0048] Furthermore, by structuring the second center sill rib 62 to merge with the center sill rib 61 midway, it is possible to avoid interference with other components of the railway vehicle 1 near the end bodywork 30, resulting in a high-strength structure that is suitable for practical use.

[0049] In the case of such a structure, for example, welding increases the welding area, and there is an inherent risk in the manufacturing process of deformation of the center beam surface plate 64. Therefore, it is particularly desirable to form the structure of FIG. 8 by integral molding without using welding. [Example]

[0050] FIG. 9 corresponds to FIG. 6 of the first embodiment, and is basically the same as the first embodiment.

[0051] In this embodiment, in addition to the center beam surface plate 64, a second center beam surface plate 65 is provided. This achieves a further improvement in strength compared to when there is only one center beam surface plate.

[0052] The structure shown in Figure 9 is structurally difficult to weld because the part to be welded is surrounded by a U-shape at the back, making it difficult to position the worker's hand or the welding torch appropriately. Therefore, it is particularly desirable to construct it as an integrated structure, such as by extrusion molding. [Example]

[0053] FIG. 10 corresponds to FIG. 6 of the first embodiment, and is basically the same as the first embodiment.

[0054] In this embodiment, in addition to the center beam rib 61, it has a second center beam rib 62. Furthermore, in addition to the center beam surface plate 64, it has a second center beam surface plate 65. The center beam rib 61 and the second center beam rib 62 are connected to the center beam surface plate 64 and the second center beam surface plate 65, respectively, and have a rectangular closed cross section.

[0055] Due to the effect of this rectangular closed cross section, the structure of FIG. 10 is extremely strong.

[0056] The Z-direction height of the center beam surface plate 64 and the second center beam surface plate 65 decreases in the X-direction from the coupler receiver 16 toward the end body structure 30, and they are connected to the center beam rib 61 by an R portion 66 or a bent portion 67.

[0057] The second center beam rib 62 and the center beam face plate 64 and second center beam face plate 65 can be provided with brackets to support underfloor equipment over the entire length of the center beam 60 in the X direction. In addition, since the center beam rib 61 is exposed in the cross-sectional shape of the center beam 60 at a position closer to the end bodyshell 30 than the R portion 66 or the bent portion 67, a bracket can also be provided on the center beam rib 61.

[0058] Furthermore, the structure shown in Figure 10 is structurally even more difficult to weld. This is because the part to be welded has a rectangular closed cross section, and the convergent part, especially at the back, is difficult to weld properly. Therefore, it is particularly desirable to construct it as an integrated structure, such as by extrusion molding. [Example]

[0059] FIG. 11 corresponds to FIG. 6 of the first embodiment, and is basically the same as the first embodiment.

[0060] 10 of Example 5, Example 5 defines a center beam 60 having a rectangular cross-sectional shape. On the other hand, in FIG. 11, one or both of the center beam rib 61 and the second center beam rib 62 have a center beam truss 68 extending at a different angle relative to one or both of the center beam face plate 64 and the second center beam face plate 65.

[0061] In this embodiment, as in embodiment 5, the Z-direction height of the center beam panel 64 and the second center beam panel 65 decreases in the X-direction from the coupler receiver 16 toward the end body structure 30, and they are connected to the center beam rib 61 by an R portion 66 or a bent portion 67.

[0062] This provides the same effects as in Example 1, and also achieves further improvement in strength.

[0063] The second center beam rib 62, the center beam surface plate 64 and the second center beam surface plate 65 may be provided with brackets for supporting underfloor equipment over the entire length of the center beam 60 in the X direction.

[0064] Furthermore, the cross-sectional shape of the center beam 60 at a position closer to the end body structure 30 than the R portion 66 or the bent portion 67 can be configured so that the center beam truss 68 is exposed, rather than the center beam rib 61 extending in the Y direction. In this case, a bracket can also be provided on the center beam truss 68.

[0065] That is, the center beam member for mounting the bracket may have a different angle to the center beam face plate 64 rather than being perpendicular, and may be provided in the form of a center beam truss 68.

[0066] 11 makes welding even more difficult, so it is particularly desirable to use an integral structure such as extrusion molding. [Example]

[0067] FIG. 12 corresponds to FIG. 5 and is basically the same as in the first embodiment.

[0068] In the structure shown in Fig. 5, the center beam face plate 64 is connected to the center beam rib 61 via the R portion 66. In this embodiment, in order to reduce the high stress that can occur in the R portion 66 in Fig. 5, the center beam face plate 64 has a face plate offset portion 69 at a position beyond the center beam rib 61, as shown in Fig. 12.

[0069] If the face plate offset portion 69 is not provided, stress concentration when transmitted from the coupler receiver 16 to the center sill 60 occurs only at one location, the R portion 66. On the other hand, by providing the face plate offset portion 69, the stress concentration can be supported by the face plate offset portion 69 between the R portion 66 and the center sill rib 61, reducing the generated stress and providing an advantage in terms of strength.

[0070] In this embodiment, an example corresponding to the R portion 66 in FIG. 5 is shown, but the same effect can be achieved in the case of having the bent portion 67 in FIG.

[0071] The structure of Fig. 12 may be used in combination with any of the structures disclosed in Fig. 6 and Figs. 8 to 11, as this is because the combined effects can be achieved. [Example]

[0072] FIG. 13 is a schematic explanatory diagram of an example of the vicinity of region B in FIG.

[0073] In the first to seventh embodiments, the configuration of the center sill 60 on the end bodywork side in the height direction of the Z axis has been described, but this embodiment relates to the configuration in the width direction of the Y axis.

[0074] As shown in the top view of FIG. 2, the width of the center sill 60 on the end body structure side may have a constant width shape between the coupler receiver 16 and the end body structure 30.

[0075] When the load from the coupler receiver 16 is transmitted to the center sill 60 on the end body structure side, the transmitted load can generate high stress at the connection between the center sill 60 on the end body structure side and the end body structure 30. If the connection between the center sill 60 on the end body structure side and the end body structure 30 is made by a connection method that involves heat, such as welding, this can be disadvantageous in terms of strength, as it can cause a decrease in the strength of the material.

[0076] 13, in this embodiment, the width shape of the center sill 60 on the end bodyshell side, i.e., the width shape of the center sill rib 61, has an R portion 63 near the end bodyshell 30. The R portion 63 increases the width dimension of the center sill rib 61, expanding the connection range of the end bodyshell 30. This expansion of the connection range makes it possible to reduce stress generated at the connection between the end bodyshell 30 and the center sill 60 on the end bodyshell side.

[0077] In this embodiment, the case where the rounded portion 63 is provided is shown, but the rounded portion 63 may be replaced with a bent portion.

[0078] Although the present invention has been described in detail above using the drawings, it is not limited to the above-mentioned embodiments. For example, although the embodiments have shown a configuration in which the center beam has only one R portion or bent portion, the same effect can be achieved even if the center beam has multiple R portions and / or bent portions. The cross-sectional shape of the center beam in the YZ plane can be a shape other than that specified in the embodiments.

[0079] In addition, in the examples of the present invention, the embodiment has been described limited to the center sill 60 on the end bodywork side, but the center sill 50 on the bolster side can also have a similar configuration. Each of these examples is also included in the scope of the present invention.

[0080] Similarly, various other modifications are also included. For example, the above-described embodiments have been described in detail to clearly explain the present invention, and the present invention is not necessarily limited to those including all of the described configurations. Furthermore, it is possible to replace part of the configuration of one embodiment with the configuration of another embodiment, or to add the configuration of another embodiment to the configuration of one embodiment. Furthermore, it is possible to add, delete, or replace part of the configuration of each embodiment with other configurations.

[0081] Furthermore, an example of the various technical ideas detailed above can also be expressed as follows.

[0082] <Part 1> A railway vehicle having a coupler holder that receives force from a coupler, a center sill, and a bolster, wherein the center sill has a center sill on the end body structure side that connects the coupler holder to the end body structure, and a center sill on the bolster side that connects the coupler holder to the bolster, At least one of the center sill on the end body structure side and the center sill on the bolster side has at least one of an R portion or a bent portion in the longitudinal direction of the center sill, midway along the longitudinal direction of the center sill.

[0083] <Part 2> In the railway vehicle described in <No. 1>, the center sill comprises a center sill panel and a center sill rib extending laterally from the center sill panel, and the R portion or bent portion is connected to the center sill rib.

[0084] <Part 3> In the railway vehicle described in <Item 2>, the center sill panel and the center sill rib are integrally formed.

[0085] <Part 4> <Item 3> The railway vehicle according to the above, wherein at least one of the center sill face plates and the center sill ribs is plural.

[0086] <Part 5> <Item 4> The railway vehicle according to the present invention, wherein the center sill ribs are plural, and the plural center sill ribs are integrated midway in the extension direction of the center sill ribs.

[0087] <Part 6> <Item 4> The railway vehicle according to the present invention has a plurality of center sill panels and a center sill truss diagonally connecting the center sill panels.

[0088] <Part 7> A railway vehicle having a coupler holder that receives force from a coupler, a center sill, and a bolster, wherein the center sill has a center sill on the end body structure side that connects the coupler holder to the end body structure, and a center sill on the bolster side that connects the coupler holder to the bolster, At least one of the center sill on the end bodywork side and the center sill on the bolster side includes a center sill face plate and a center sill rib extending laterally from the center sill face plate, The center sill face plate has at least one of an R portion or a bent portion in the vertical direction, A railway vehicle in which the center sill panel is formed at a position that extends vertically beyond the center sill rib both before and after the R portion or bend.

[0089] <Part 8> <No. 7> A railway vehicle in which the center sill panel and the center sill rib are integrally formed.

[0090] <No. 9> In the railway vehicle described in <Item 8>, at least one of the R portion and the bent portion is configured integrally with the center sill panel and the center sill rib.

[0091] <Part 10> <No. 7> A railway vehicle according to the present invention, wherein the center sill panel has an offset portion from the center sill rib on the end body structure side.

[0092] <Part 11> A railway vehicle having a coupler holder that receives force from a coupler, a center sill, and a bolster, wherein the center sill has a center sill on the end body structure side that connects the coupler holder to the end body structure, and a center sill on the bolster side that connects the coupler holder to the bolster, At least one of the center sill on the end bodywork side and the center sill on the bolster side includes a center sill face plate and a center sill rib extending laterally from the center sill face plate, The center sill rib of the railway vehicle has at least one of an R portion or a bent portion that increases in width in the extension direction.

[0093] <Part 12> <Item 11> A railway vehicle according to the present invention, wherein the center sill rib is integrally formed with the center sill panel.

[0094] <Part 13> In the railway vehicle described in <Item 12>, the R portion or the bent portion is located on the end body structure side. [Explanation of symbols]

[0095] 1: Railway vehicles 5: Orbit 7: Cart 9: Pillow beam 10: Frame 15:Coupler 16:Coupler holder 20: Side structure 22: Window 24: Boarding and alighting gate 30: Wife structure 40: Roof structure 50: Center beam on the bolster side 60: Center beam on the end body side 61: Center beam rib 62: Second center beam rib 63:R part 64: Middle beam face plate 65: Second center beam panel 66:R part 67: Bend 68: Center beam truss 69: Faceplate offset part

Claims

1. A railway vehicle having a coupler holder that receives force from a coupler, a center sill, and a bolster, wherein the center sill has a center sill on the end body structure side that connects the coupler holder to the end body structure, and a center sill on the bolster side that connects the coupler holder to the bolster, At least one of the center sill on the end bodywork side and the center sill on the bolster side has at least one of an R portion or a bent portion in the longitudinal direction of the center sill, midway along the longitudinal direction of the center sill.

2. 2. The railway vehicle according to claim 1, The center beam includes a center beam face plate and a center beam rib extending laterally from the center beam face plate, The R portion or bent portion is connected to the center beam rib of the railway vehicle.

3. 3. The railway vehicle according to claim 2, A railway vehicle in which the center beam face plate and the center beam rib are integrally formed.

4. The railway vehicle according to claim 3, A railway vehicle in which at least one of the center sill face plates and the center sill ribs is plural.

5. The railway vehicle according to claim 4, A railway vehicle in which there are multiple center sill ribs, and the multiple center sill ribs are integrated midway in the extension direction of the center sill ribs.

6. The railway vehicle according to claim 4, The railway vehicle has a plurality of center sill panels and a center sill truss connecting the center sill panels diagonally.

7. A railway vehicle having a coupler holder that receives force from a coupler, a center sill, and a bolster, wherein the center sill has a center sill on the end body structure side that connects the coupler holder to the end body structure, and a center sill on the bolster side that connects the coupler holder to the bolster, At least one of the center sill on the end bodywork side and the center sill on the bolster side includes a center sill face plate and a center sill rib extending laterally from the center sill face plate, The center sill face plate has at least one of an R portion or a bent portion in the vertical direction, A railway vehicle in which the center sill panel is formed at a position that extends beyond the center sill rib in the longitudinal direction both before and after the R portion or bend portion.

8. The railway vehicle according to claim 7, A railway vehicle in which the center beam face plate and the center beam rib are integrally formed.

9. 9. The railway vehicle according to claim 8, A railway vehicle in which at least one of the R portion and the bent portion is integrally formed with the center sill panel and the center sill rib.

10. The railway vehicle according to claim 7, The center sill panel of a railway vehicle has an offset portion from the center sill rib on the end body structure side.

11. A railway vehicle having a coupler holder that receives force from a coupler, a center sill, and a bolster, wherein the center sill has a center sill on the end body structure side that connects the coupler holder to the end body structure, and a center sill on the bolster side that connects the coupler holder to the bolster, At least one of the center sill on the end bodywork side and the center sill on the bolster side includes a center sill face plate and a center sill rib extending laterally from the center sill face plate, The center sill rib of the railway vehicle has at least one of an R portion or a bent portion whose width increases in the extension direction.

12. 12. The railway vehicle according to claim 11, A railway vehicle in which the center beam rib is integrally formed with the center beam face plate.

13. 13. The railway vehicle according to claim 12, The R portion or the bent portion is located on the end body structure side of the railway vehicle.

Images