Rail vehicle and manufacturing method thereof

Abstract

To provide a rail vehicle and a manufacturing method thereof, in which a configuration different from that of prior arts is adopted, a yaw damper is arranged between a side beam and a pillow beam, and manufacturing man-hours and inspection man-hours can be reduced.SOLUTION: An underframe comprises: a floor section; a side beam arranged along the longitudinal direction of the floor section at both ends of the floor section in the width direction; and a pillow beam arranged at a part where a flatcar is installed so as to be connected to the side beam. The side beam comprises: a side beam base part connected to the floor section; and a replenishment part connected to the side beam base part. At least part of the undersurface of the side beam base part or the undersurface of the replenishment part is connected to the pillow beam. The replenishment part protrudes outwards in the width direction of the rail vehicle structure compared to the undersurface of the side beam base part, comprising a protrusion to be connected to the pillow beam.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] The present invention relates to a rail vehicle and a method for manufacturing the same. [Background technology]

[0002] A railway vehicle, which is an example of a rail vehicle that runs along an installed track, is composed of a railway vehicle structure having a passenger compartment for passengers and a crew compartment for crew members, and a pair of bogies that support both longitudinal ends of the railway vehicle structure.

[0003] The railway vehicle body structure includes an underframe that forms the floor surface, side structures and end structures provided on the peripheral edges of the underframe, and a roof structure placed on the upper ends of the side structures and end structures. The underframe has a floor section that forms the floor surface, a pair of side beams that run along the length of the peripheral edges of the floor section, a pair of end beams that run along the width of the peripheral edges of the floor section, a pair of bolsters that have high strength at locations where the bogie is connected, and a center beam that connects the end beams and bolsters.

[0004] In a typical railway vehicle, to prevent the bogie from excessively swiveling (yawing) in the horizontal plane due to track irregularities, a yaw damper supports that hang down from the side beams of the underframe is connected to the bogie frame that constitutes the bogie.

[0005] Patent Document 1 discloses a railway vehicle that efficiently damps, to the railway vehicle body structure, the excitation force transmitted from the bogie to the underframe via the yaw damper and yaw damper support, while also providing sufficient strength. In this railway vehicle, one end of the yaw damper is connected to the bogie, and the other end is connected to the yaw damper support, and the yaw damper damper can suppress yawing vibration of the bogie by damping the transmitted excitation force. The yaw damper receiver, to which the yaw damper support is connected, is provided across the side body structure, side beams, and bolster. [Prior art documents] [Patent documents]

[0006] [Patent Document 1] Patent No. 7419607 Summary of the Invention [Problem to be solved by the invention]

[0007] As shown in Patent Document 1, when a yaw damper receiving portion is provided across the bolster and side beams that constitute the underframe and the side structure, the following problems arise.

[0008] First, the yaw damper receiving portion is welded across the curved surface portion formed by the side structure and side beams and the flat surface that is the vertical end face of the bolster beam. Therefore, it is necessary to ensure high dimensional accuracy in the shape of the abutting portion of the yaw damper receiving portion that abuts both the curved surface and the flat surface, which poses a problem of increasing the number of steps required to process the yaw damper receiving portion.

[0009] Furthermore, it is not easy to determine an appropriate position for fixing the yaw damper receiving portion, and the number of steps required for positioning increases.

[0010] In addition, when the yaw damper receiving portion is welded to the side sill, bolster, and side structure, these welds are not on the same plane. This makes it difficult to perform non-destructive testing on the welds using, for example, a rectangular parallelepiped probe, and increases the number of steps required to inspect the welds.

[0011] The present invention has been made in consideration of the above-mentioned problems, and aims to provide a railway vehicle and a manufacturing method thereof that employs a configuration different from that of conventional technology, and that places a yaw damper between the side beams and the bolster, thereby reducing the number of manufacturing and inspection steps. [Means for solving the problem]

[0012] In order to solve the above problems, one representative railway vehicle of the present invention is: a rail vehicle body structure including an underframe; a bogie provided below an end portion in the longitudinal direction of the railway vehicle body structure; A railway vehicle comprising: The underframe is A floor portion and Side beams provided along the longitudinal direction of the floor portion at both ends in the width direction of the floor portion; a bolster that is disposed at a location where the bogie is provided and is connected to the side beam, The side beams are a side beam base joined to the floor portion; a supplementary portion joined to the side beam base portion, At least a part of a lower surface of the side beam base portion and a lower surface of the supplementary portion are in contact with the bolster, This is achieved by providing the supplementary portion with a protrusion that protrudes outward in the width direction of the railway car body structure beyond the lower surface of the side sill base and is joined to the bolster. [Effects of the Invention]

[0013] According to the present invention, it is possible to provide a railway vehicle and a manufacturing method thereof that employ a configuration different from that of conventional technology, in which a yaw damper is disposed between the side beam and the bolster, thereby reducing the number of manufacturing steps and the number of inspection steps. Problems, configurations, and effects other than those described above will become apparent from the following description of the embodiments. [Brief explanation of the drawings]

[0014] [Figure 1] FIG. 1 is a side view of a railway vehicle. [Figure 2] FIG. 2 is a cross-sectional view taken along line AA intersecting the longitudinal direction of the railway vehicle shown in FIG. [Figure 3] FIG. 3 is a BB cross-sectional view intersecting the longitudinal direction of the railway vehicle shown in FIG. [Figure 4] FIG. 4 is an enlarged view of a portion C of the railway vehicle shown in FIG. [Figure 5] FIG. 5 is a flowchart showing the manufacturing procedure of the underframe. DETAILED DESCRIPTION OF THE INVENTION

[0015] Rail vehicles are vehicles that operate along laid tracks, and include railway vehicles, monorail vehicles, new transit system vehicles, streetcars, etc. Below, we will explain rail vehicles as a representative example of rail vehicles.

[0016] The longitudinal direction (rail direction) of the railway vehicle 1 is the x direction, the width direction (sleeper direction) of the railway vehicle 1 is the y direction, and the height direction intersecting the x direction and y direction is the z direction.

[0017] Figure 1 is a side view of a railway vehicle. Railway vehicle 1 consists of a railway vehicle body structure on which passengers and crew board, and a pair of bogies 5 that support the longitudinal lower portion of the railway vehicle body structure and have wheels (wheel sets) that roll along tracks 90. The railway vehicle body structure is a hexahedral structure made up of an underframe 10 that forms the floor surface, side bodies 20 erected at both ends of the underframe 10 in the y direction, end bodies (not shown) erected at both ends of the underframe 10 in the x direction, and a roof body structure (not shown) placed on the upper ends of the side bodies 20 and the end bodies.

[0018] The underframe 10 has side beams 13 (12) provided along the x direction at both ends in the y direction, and end beams (not shown) provided along the y direction at both ends in the x direction. The side beams 13 (12) and the end beams form the peripheral portions (end portions) of the underframe 10. Note that, as will be described in detail later, an integrated side beam is formed by joining the side beam (fitting portion) 12 to the notched portion of the side beam (side beam base portion) 13. Here, the side beam 12 constitutes the supplementary portion.

[0019] A pair of bolsters 16 are provided in the portion of the underframe 10 where the bogie 5 is provided, connecting one side sill 13 (12) to the other side sill 13 (12) and extending in the y direction. Although not shown, the bolsters 16 and the end sills are connected by a center sill provided in the x direction, and bear the large load between the railway cars 1 via coupler receivers (not shown).

[0020] In addition to the bogie 5, underfloor equipment 70 such as an air compressor and a main converter is provided below the underframe 10. The side structure 20 has an entrance / exit 24 through which passengers get on and off, windows 22, and the like.

[0021] A yaw damper support section 7 that hangs down is provided at the y-direction end of the bolster 16. The yaw damper support section 7 is connected only to the bolster 16. The lower end of the yaw damper support section 7 is connected to the bogie frame (side beam) that constitutes the bogie 5 by a yaw damper 6. The yaw damper 6 suppresses yawing vibration of the bogie 5 in the horizontal plane (xy plane) caused by irregularities in the track 90 and the like when the railway vehicle 1 is traveling at high speed.

[0022] Figure 2 is a cross-sectional view taken along the line AA intersecting the longitudinal direction of the railway vehicle shown in Figure 1. The underframe 10 that forms the floor surface has a floor section 14, side sills 13 provided along the x direction at both ends of the floor section 14 in the y direction, and a bolster 16. Each side sill 13 has two opposing interior side panels 13a and exterior side panels 13b, and multiple connecting ribs 13c connecting these panels, and is composed of hollow extruded members that are extruded integrally in the x direction from one end sill to the other. Like the side sills 13, the floor section 14 is also composed of hollow extruded members.

[0023] Similarly, the side structure 20 comprises two opposing interior side panels 20a and exterior side panels 20b, and a plurality of connecting ribs 20c connecting these panels, and is composed of a hollow extruded shape that is integrally extruded in the x direction.

[0024] The underframe 10 and the side structure 20 are connected by welding the interior side panel 13a of the side sill 13 of the underframe 10 to the interior side panel 20a of the side structure 20 at welds W, and also by welding the exterior side panel 13b of the side sill 13 to the exterior side panel 20b of the side structure 20 at welds W. The side sill 13 and the floor 14 are also connected via welds W in a similar manner. In this way, the railway car body structure is constructed.

[0025] Fig. 3 is a BB cross-sectional view intersecting the longitudinal direction of the railway vehicle shown in Fig. 1. The cross-sectional view shown in Fig. 3 corresponds to a cross-sectional view (cross-sectional view of part L in Fig. 1) of a portion including the bolster 16 and the underframe 10 (including the side sills (fitting portions) 12, the side sills (side sill base portions) 13, and the floor portion 14) to which the bolster 16 is connected, in a direction intersecting the longitudinal direction of the railway vehicle 1. Explanation of the portions common to those explained in Fig. 2 will be omitted, and the configuration unique to Fig. 3 will be explained.

[0026] The x-direction dimension of the L portion of the side beam 12 (13) (see Figure 1) is equal to or greater than the x-direction dimension of the y-direction end of the bolster 16, and the bolster 16 is connected within the range of the L portion of the side beam 12 (13).

[0027] The side sill 13 located at the portion where the bolster 16 is provided has the portion of the side sill 13 in the y direction within the range of portion L removed, and then a separate side sill (fitting portion) 12 is fitted and welded. The side sill 12 has a protrusion R (see FIG. 4 ) that is not present on the side sill 13 and protrudes from the inside side of the vehicle toward the outside of the vehicle. The protrusion R protrudes outward in the y direction from at least the lower surface of the side sill 13. As shown in FIGS. 2 and 3 , it is preferable that the cross-sectional shape of the interior side panel 12a of the side sill (fitting portion) 12 is equal to the cross-sectional shape of the interior side panel 13a of the side sill 13, and that the cross-sectional shape of the exterior side panel 12b of the side sill (fitting portion) 12 is equal to the cross-sectional shape of the exterior side panel 13b of the side sill 13, excluding the protrusion R.

[0028] The yaw damper support part 7, to whose lower end one end of the yaw damper 6 is connected, is mechanically fastened only to the y-direction end of the bolster 16 by a bolt O on the outside of the vehicle and a bolt I on the center side of the y-direction of the railway vehicle 1.

[0029] Figure 4 is an enlarged view of section C of the railway vehicle shown in Figure 3. The convex portion R of the side sill 12 is composed of an exterior side panel 12b that is connected to and substantially flush with the exterior side panel 20b of the side structure 20, an inclined portion 12d that is inclined at an angle α from a vertical plane along the x-direction of this exterior side panel 12b, and a horizontal portion 12e that extends substantially horizontally from the lower end of the exterior side panel 12b toward the exterior of the vehicle. It is preferable that the inclined portion 12d be inclined so that it protrudes outward in the y-direction as it extends downward in the z-direction. The lower surface of the horizontal portion 12e is flush with the lower surfaces of the exterior side panel 12b of the lowermost side sill 12b of the side sill 12 and the exterior side panel 13b of the side sill 13.

[0030] The side sill 12 is formed of an extruded material having an interior side panel 12a, an exterior side panel 12b, and a connecting rib 12c that connects the interior side panel 12a and the exterior side panel 12b.

[0031] The convex portion R of the side beam 12 can be formed integrally with the side beam 12 other than the convex portion R by extrusion molding, and has a triangular cylindrical (hollow) shape formed by the vehicle exterior side panel 20b, the inclined portion 12d, and the horizontal portion 12e.

[0032] The upper end of the inclined portion 12d in the z direction is connected to the vehicle exterior side panel 12b, and the opposing lower end is connected to the y direction end of the horizontal portion 12e. It is preferable that the vehicle exterior side panel 20b, the vehicle exterior side panel 12b, and the inclined portion 12d are joined at approximately the same location.

[0033] The opposing surfaces of the bolster 16 are in contact with the undersides of the exterior side panels 12b of the side sills 12 and the exterior side panels 13b of the side sills 13 without any gaps. When the side sills 12 and the bolster 16 are in contact, the inclined portion 12d is inclined at an angle α from the vertical plane. Meanwhile, the y-direction end of the bolster 16 also has an inclined portion 16a inclined at an angle α from the vertical plane. Therefore, when attached to the bolster 16, the inclined portion 12d of the convex portion R of the side sill 12 and the inclined portion 16a of the bolster 16 form the same inclined surface P via the welded portion W. In other words, the lower end in the z-direction of the inclined portion 12d of the convex portion R, the y-direction end of the horizontal portion 12e of the convex portion R, and the upper end of the inclined portion 16a of the bolster 16 are connected by the welded portion W. After the side sills 12 and the bolster 16 are joined, this welded portion W is polished (post-processed) to form the same surface as the inclined surface P. The outer surfaces of the inclined portion 12d and the inclined portion 16a are exposed to the outside of the vehicle.

[0034] 5 is a flowchart showing the manufacturing procedure of the underframe. In step 10 (S10), the manufacturing of the underframe 10 starts.

[0035] In step 20 (S20), the extruded materials (referred to as "side beam materials") that will form the floor section 14, side beams (fitting sections) 12, and side beams (side beam base sections) 13 that make up the underframe 10 are prepared, as well as the bolster 16, center beams, and end beams. The side beam materials that will form the side beams (side beam base sections) 13 have a length that is approximately equal to the overall length of the underframe 10 (floor section 14) in the x direction (the dimension from one end beam to the other), and they all share a common cross-sectional shape perpendicular to the x direction (see Figure 2). The side beams (fitting sections) 12 can be manufactured by extrusion molding to a dimension larger than the L dimension (approximately the same as the overall length of the side beams 13), and then cutting to the specified dimension L.

[0036] In step 30 (S30), the floor 14 is placed on a surface plate (not shown), and side beam materials are placed on the ends of the floor 14 in the y direction (outside the width direction), and these are joined (see Figure 2). The floor 14 can be manufactured by arranging multiple (approximately five) floors 14 made of extruded material in parallel in the y direction and connecting these ends in the y direction by butting them together.

[0037] In step 40 (S40), the portion of the side beam material on the y-direction outer side where the side beam (insertion portion) 12 should be inserted above the bolster 16 is removed (cut out) by machining to form the side beam (side beam base) 13.

[0038] In step 50 (S50), the side sill (fitting portion) 12 is joined by welding to the notched portion of the side sill (side sill base) 13 cut out in S40. This joins the interior side panels 12a, 13a, and also the exterior side panels 12b, 13b, forming a coplanar surface extending in the x direction. At this time, it is preferable that the welded portion W between the exterior side panel 12b, which is coplanar with the horizontal portion 12e of the side sill (fitting portion) 12, and the exterior side panel 13b of the side sill (side sill base) 13, is polished until it is coplanar with the undersides of the exterior side panel 12b and the exterior side panel 13b. This allows the horizontal portion 12e and the underside of the exterior side panel 13b to be tightly attached to the opposing surface of the bolster 16 without any gaps.

[0039] In step 60 (S60), the bolster 16, center sill, and end sill are joined to the underside of the member consisting of the floor portion 14 and the side sill (side sill base) 13 joined to the side sill (fitting portion) 12. At this time, the inclined portion 12d and the inclined portion 16a are welded together, and then the necessary inspections are carried out.

[0040] In step 70 (S70), the manufacturing of the underframe 10 is completed.

[0041] <Effects> According to this embodiment, by joining the side beams 12 to the portions of the side beams 13 of the underframe 10 where the bolster 16 is joined, when a moment load in the vertical plane (in the xz plane) caused by yawing vibration of the bogie 5 acts on the yaw damper support parts 7 that are provided in a manner that hangs down from below the bolster 16, the moment load can be withstood by the side beams 12 in addition to the bolster 16. In particular, the side beams 12 exhibit high rigidity due to the provision of hollow convex parts R, so that when a moment load is applied, the amount of deformation of the bolster 16 and side beams 12 can be kept relatively small and high stress is unlikely to occur, making it possible to provide a highly safe railway vehicle with sufficient fatigue strength.

[0042] According to the conventional structure, a yaw damper receiving portion, which is a separate part from the bolster 16, is provided at the y-direction end of the bolster 16. Furthermore, because the conventional yaw damper receiving portion is provided in a manner that straddles the y-direction end of the bolster 16 and the side sill, the yaw damper receiving portion requires highly precise machining so that it can abut against both the bolster 16 and the side sill. Furthermore, determining the mounting position of the yaw damper receiving portion also requires a large amount of man-hours.

[0043] In contrast, according to this embodiment, the upper end of the yaw damper support section 7 is mechanically fastened only to the underside of the y-direction end of the bolster 16 with bolts I and O. In other words, the yaw damper support section 7 is bolted only to the bolster 16 without spanning multiple members. Therefore, compared to the conventional configuration in which a yaw damper receiving section is provided as a separate part, the yaw damper support section 7 can be connected to the bolster 16 with fewer man-hours, making it possible to provide a railway vehicle with reduced manufacturing man-hours.

[0044] Furthermore, according to this embodiment, by directly connecting the yaw damper support section 7 to the bolster 16, it is possible to eliminate the yaw damper receiving section that is used in conventional configurations and is made of a different type of metal than the bolster 16, so when recycling a railway vehicle, it is not necessary to take the time to separate the bolster 16 from the yaw damper receiving section, which is made of a different type of metal than the bolster 16. As a result, the amount of separation work required during recycling can be reduced, and a railway vehicle that is highly recyclable and environmentally friendly can be provided.

[0045] Furthermore, according to the railway vehicle of this embodiment, the inclined portion 16a at the end in the y direction of the bolster 16 forms substantially the same plane P as the inclined portion 12d of the convex portion R of the side sill 12, so that non-destructive inspection of the welded portion W can be easily performed by tracing the surface from the inclined portion 12d to the inclined portion 16a with, for example, a cubic ultrasonic flaw detector 80. Therefore, it is possible to provide a railway vehicle in which the welded portion can be inspected with a small number of inspection steps.

[0046] According to the present embodiment described above, it is possible to reduce the number of steps required to process the yaw damper receiving portion, which requires high dimensional accuracy, reduce the number of steps required to position the yaw damper receiving portion, and reduce the number of steps required to inspect the welded portions of the yaw damper receiving portion, thereby providing a railway vehicle that is highly environmentally friendly.

[0047] This specification includes the disclosure of the following inventions. (First aspect) a rail vehicle body structure including an underframe; a bogie provided below an end portion in the longitudinal direction of the railway vehicle body structure; A railway vehicle comprising: The underframe is A floor portion and Side beams provided along the longitudinal direction of the floor portion at both ends in the width direction of the floor portion; a bolster that is disposed at a location where the bogie is provided and is connected to the side beam, The side beams are a side beam base joined to the floor portion; a supplementary portion joined to the side beam base portion, At least a part of a lower surface of the side beam base portion and a lower surface of the supplementary portion are in contact with the bolster, the supplementary portion includes a protruding portion that protrudes outward in the width direction of the railway vehicle body structure beyond the lower surface of the side beam base portion and is joined to the bolster; A rail vehicle characterized by:

[0048] (Second aspect) In the rail vehicle of the first aspect, The convex portion is an inclined portion inclined at a predetermined angle from a vertical plane along the longitudinal direction of the railway vehicle body structure; a horizontal portion having one end connected to the inclined portion; A rail vehicle characterized by:

[0049] (Third aspect) In the rail vehicle of the second aspect, the supplementary portion is formed by an extrusion molding material having an interior side panel, an interior outer panel, and a connecting rib connecting the interior side panel and the interior outer panel; A rail vehicle characterized by:

[0050] (Fourth aspect) In the rail vehicle of the second aspect or the third aspect, an end portion of the bolster in the width direction of the railway vehicle body structure has an inclined portion inclined at a predetermined angle from a vertical plane along the longitudinal direction of the railway vehicle body structure, the inclined portion of the bolster and the inclined portion of the convex portion form a common, substantially flush surface; A rail vehicle characterized by:

[0051] (Fifth aspect) In the fourth aspect of the rail vehicle, a lower end of the inclined portion of the convex portion and an upper end of the inclined portion of the bolster are welded to form a welded portion, The welded portion is post-processed so as to have a common, approximately flush surface with the inclined portion of the bolster and the inclined portion of the convex portion. A rail vehicle characterized by:

[0052] (Sixth aspect) In the railway vehicle of any one of the first to fifth aspects, a yaw damper support portion that supports one end of a yaw damper is connected only to the bolster; A rail vehicle characterized by:

[0053] (Seventh aspect) In the railway vehicle of any one of the first to sixth aspects, the supplementary portion of the side beam is connected to a side structure constituting the railway vehicle structure; A rail vehicle characterized by:

[0054] (Eighth aspect) In the method for manufacturing a railway vehicle according to any one of the first to seventh aspects, a step of joining a side beam material made of an extruded material having dimensions substantially the same as the overall length of the floor portion in the longitudinal direction of the railway car body structure to the outer side of the floor portion in the width direction of the railway car body structure; preparing the refill unit having the protrusion; forming the side beam base by cutting out a portion of the side beam material on an outer side in a width direction of the railway car body structure; forming a side beam by joining the supplementary portion having the protrusion to the cut-out portion of the side beam base; and joining the side beams to the bolster beam. A method for manufacturing a railway vehicle, characterized by: [Explanation of symbols]

[0055] 1...Railway vehicle, 5...Bogie, 6... Yaw damper; 7... Yaw damper support portion; 10... Underframe, 12... Side beam (insertion portion), 12a...inner side plate, 12b...outer side plate, 12c...connecting rib, 12d...inclined portion, 12e...Horizontal part, 13...Side beam (side beam base), 13a...inner side plate, 13b...outer side plate, 13c...connecting rib, 14...floor portion, 16... Pillow beam, 16a... Inclined part, 20...side structure, 20a...interior side panel, 20b...Vehicle outer side plate, 20c...Connection rib, 22...window, 24...boarding / alighting door, 70...Underfloor equipment, 80...Flaw detection sensor, 90... Orbit, L...Side beam (fitting area), P...Approximately the same plane, R...protrusion, I...bolt, O...Bolt, W...Welded part, x...Longitudinal (rail) direction, y...Width (sleeper) direction, z...height direction

Claims

1. a rail vehicle body structure including an underframe; a bogie provided below an end portion in the longitudinal direction of the railway vehicle body structure; A railway vehicle comprising: The underframe is A floor portion and Side beams provided along the longitudinal direction of the floor portion at both ends in the width direction of the floor portion; a bolster that is disposed at a location where the bogie is provided and is connected to the side beam, The side beams are a side beam base joined to the floor portion; a supplementary portion joined to the side beam base portion, At least a part of a lower surface of the side beam base portion and a lower surface of the supplementary portion are in contact with the bolster, the supplementary portion includes a protruding portion that protrudes outward in the width direction of the railway vehicle body structure beyond the lower surface of the side beam base portion and is joined to the bolster; A rail vehicle characterized by:

2. 2. The railway vehicle according to claim 1, The convex portion is an inclined portion inclined at a predetermined angle from a vertical plane along the longitudinal direction of the railway vehicle body structure; a horizontal portion having one end connected to the inclined portion; A rail vehicle characterized by:

3. 3. The railway vehicle according to claim 2, the supplementary portion is formed by an extrusion molding material having an interior side panel, an interior outer panel, and a connecting rib connecting the interior side panel and the interior outer panel; A rail vehicle characterized by:

4. 3. The railway vehicle according to claim 2, an end portion of the bolster in the width direction of the railway vehicle body structure has an inclined portion inclined at a predetermined angle from a vertical plane along the longitudinal direction of the railway vehicle body structure, the inclined portion of the bolster and the inclined portion of the convex portion form a common, substantially flush surface; A rail vehicle characterized by:

5. 5. The railway vehicle according to claim 4, a lower end of the inclined portion of the convex portion and an upper end of the inclined portion of the bolster are welded to form a welded portion, The welded portion is post-processed so as to have a common, approximately flush surface with the inclined portion of the bolster and the inclined portion of the convex portion. A rail vehicle characterized by:

6. 2. The railway vehicle according to claim 1, a yaw damper support portion that supports one end of a yaw damper is connected only to the bolster; A rail vehicle characterized by:

7. 2. The railway vehicle according to claim 1, the supplementary portion of the side beam is connected to a side structure constituting the railway vehicle structure; A rail vehicle characterized by:

8. The method for manufacturing a railway vehicle according to any one of claims 1 to 7, a step of joining a side beam material made of an extruded material having dimensions substantially the same as the overall length of the floor portion in the longitudinal direction of the railway car body structure to the outer side of the floor portion in the width direction of the railway car body structure; preparing the refill unit having the protrusion; forming the side beam base by cutting out a portion of the side beam material on an outer side in a width direction of the railway car body structure; forming a side beam by joining the supplementary portion having the protrusion to the cut-out portion of the side beam base; and joining the side beams to the bolster beam. A method for manufacturing a railway vehicle, characterized by:

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