Railway tank cars

Abstract

The objective is to provide a railway tank car that can ensure the strength of the handrails while suppressing an increase in the mass of the scaffolding. [Solution] The first reinforcing member 50 connects the base of the support column 41 and the upper surface of the bracket 20. The first reinforcing member 50 is positioned on the outside of the support column 41 in the vehicle width direction (left side of the page in Figure 4(a)). That is, the short side 5b of the first reinforcing member 50 is welded to the upper surface of the bracket 20 in a region that is on the outside of the support column 41 in the vehicle width direction. Therefore, it is not necessary to increase the width dimension of the bracket 20, as in the conventional structure in which a pair of reinforcing members 151 are arranged in a V-shape on both sides of the support column 141 (see Figure 6(b)). Thus, the strength of the handrail 40 can be increased while suppressing an increase in the mass of the scaffolding 2.

Description

Technical Field

[0001] The present invention relates to a railway tank car, and more particularly to a railway tank car that can ensure the strength of a handrail while suppressing an increase in the mass of a scaffold.

Background Art

[0002] Patent Document 1 discloses a railway tank car provided with a loading port for loading a load and a scaffold for an operator working around the loading port on the upper part of the tank. Referring to FIG. 5, the scaffold 102 of the conventional railway tank car 100 will be described. FIG. 5(a) is a partially enlarged front view of the scaffold 102 in the conventional railway tank car 100, corresponding to an enlarged view of the scaffold shown in FIG. 11 of Patent Document 1. FIG. 5(b) is a partially enlarged side view of the scaffold 102 as viewed in the direction of arrow Vb in FIG. 5(a).

[0003] As shown in FIG. 5, the scaffold 102 includes a plurality of brackets 120 arranged at a predetermined interval in the vehicle front-rear direction (the direction perpendicular to the paper surface in FIG. 5(a)), a tread plate 130 supported by the plurality of brackets 120, and a handrail 140 having a plurality of columns 141 erected from each bracket 120 on the outer side in the vehicle width direction of the tread plate 130.

[0004] The bracket 120 includes a horizontal portion 121 that extends horizontally from the outer plate of the tank 101 to the outside in the vehicle width direction (the left-right direction of the paper surface in FIG. 5(a)), and an inclined portion 122 that is inclined downward from the end of the horizontal portion 121 on the outside in the vehicle width direction toward the inside in the vehicle width direction and is joined to the outer plate of the tank 101.

[0005] The handrail 140 is subjected to loads from workers working on the footboards 130. It is also subjected to loads resulting from vibrations during the movement of the railway tank car 100. Therefore, the base of the support column 141 is sometimes reinforced with a reinforcing material. Patent Document 1 discloses a technique for reinforcing the base of a support column erected on a frame with a pair of reinforcing materials. A conventional structure applying this technique to the scaffolding of a railway tank car 100 will be described with reference to Figure 6. Figure 6(a) is a partially enlarged front view of the scaffolding showing a structure in which the support column 141 is reinforced with reinforcing materials, and Figure 6(b) is a partially enlarged side view of the scaffolding viewed in the direction of arrow VIb in Figure 6(a).

[0006] As shown in Figure 6, the pair of reinforcing members 151 have their upper ends joined to the outer surface of the support column 141, and spread out from the upper end to the lower end on both sides of the support column 141, with their lower ends joined to the upper surface of the bracket 120 (horizontal section 121). [Prior art documents] [Patent Documents]

[0007] [Patent Document 1] Japanese Patent Publication No. 2021-109524 (for example, paragraphs 0003, 0034-0036, figures 2, 3, 9-11, etc.) [Overview of the Initiative] [Problems that the invention aims to solve]

[0008] However, in the conventional technology described above, where a pair of reinforcing members are arranged in a V-shape on both sides of the support column, the distance between the lower ends of the pair of reinforcing members becomes wider, which necessitates a larger width for the bracket. As a result, there is a problem of increased mass of the scaffolding.

[0009] This invention was made to solve the above-mentioned problems, and aims to provide a railway tank car that can ensure the strength of the handrail while suppressing an increase in the mass of the scaffolding. [Means for solving the problem]

[0010] To achieve this objective, the railway tank car of the present invention comprises a bogie having wheels, a frame, and a tank supported by the frame, and further comprises a plurality of brackets disposed on the top of the tank and arranged in the longitudinal direction of the vehicle, a footboard supported by the plurality of brackets, a handrail having a support column erected from the bracket on the outside of the footboard in the vehicle width direction, and a first reinforcing member connecting the bracket and the support column on the outside of the support column in the vehicle width direction. [Effects of the Invention]

[0011] According to the railway tank car described in claim 1, the strength of the handrail can be increased because it is equipped with a first reinforcing member that connects the bracket and the support column. Since the connection between the bracket and the support column by the first reinforcing member is made on the outside of the support column in the vehicle width direction, it is possible to suppress an increase in the width dimension of the bracket, and thus suppress an increase in the mass of the bracket. As a result, it is possible to increase the strength of the handrail while suppressing an increase in the mass of the scaffolding.

[0012] The railway tank car according to claim 2 provides the following effects in addition to those of the railway tank car according to claim 1: Since the first reinforcing member is a substantially rectangular plate in plan view, its mass can be suppressed. Since the notch of the first reinforcing member is welded to the outer surface of the support column, the welding length between the support column and the first reinforcing member can be secured. Therefore, the joint strength of the first reinforcing member to the support column can be increased.

[0013] According to the railway tank car of claim 3, in addition to the effects of the railway tank car of claim 2, the end of the welded portion where the notch of the first reinforcing member and the outer surface of the support column are welded is located in the center of the support column in the vehicle width direction. Therefore, it is possible to position the end of the welded portion at a neutral point where compression and tension are less likely to occur when the support column sways in the vehicle width direction as the railway tank car moves. Thus, it is possible to suppress the occurrence of cracks at the end of the welded portion.

[0014] According to the railway tank car of claim 4, in addition to the effects of the railway tank car of any one of claims 1 to 3, the bracket comprises an upper plate extending outward in the vehicle width direction from the outer plate of the tank, supporting the footboard and having a support column erected on it, and a lower plate that slopes downward inward in the vehicle width direction from the outer end of the upper plate in the vehicle width direction and is joined to the outer plate of the tank. The upper connecting edge of the second reinforcing member is welded to the lower surface of the upper plate and the lower connecting edge of the second reinforcing member is welded to the upper surface of the lower plate, so that the upper plate and the lower plate are connected by the second reinforcing member, the strength of the bracket can be increased, and the outward projection dimension of the upper plate in the vehicle width direction can be increased accordingly. As a result, space for arranging the first reinforcing member can be secured on the outer side of the support column in the vehicle width direction, while the dimensions of the footboard in the vehicle width direction can be secured.

[0015] According to the railway tank car of claim 5, in addition to the effects of the railway tank car of claim 4, the support column is positioned so as to overlap with the upper connecting edge and the lower connecting edge of the second reinforcing member in the vertical direction of the vehicle. Therefore, the load acting from the support column to the upper plate can be transmitted to the second reinforcing member and supported by the entire bracket. Thus, the strength of the handrail can be increased.

[0016] According to the railway tank car of claim 6, in addition to the effects of the railway tank car of claim 5, the outer end of the upper connecting side of the second reinforcing member in the vehicle width direction is located inward in the vehicle width direction from the position where the other short side of the first reinforcing member is welded to the upper surface of the upper plate. As a result, the second reinforcing member can be made smaller and its mass can be suppressed. The position where the other short side of the first reinforcing member is welded is close to the part where the upper plate and the lower plate are connected, and this part has relatively high strength, so it can support the load acting from the first reinforcing member to the upper plate. As a result, the strength of the handrail can be ensured while suppressing an increase in the mass of the scaffolding.

[0017] The railway tank car according to claim 7 provides, in addition to the effects of the railway tank car according to claim 4, the upper plate has an upper plate bend portion formed by bending the inner side of the upper plate in the vehicle width direction, and at least the outer edge of the upper plate bend portion is welded to the tank's outer plate, and the lower plate has a lower plate bend portion formed by bending the inner side of the lower plate in the vehicle width direction, and at least the outer edge of the lower plate bend portion is welded to the tank's outer plate, thus ensuring sufficient welding length between the upper plate and lower plate and the tank, and distributing the stress on the joint. Therefore, the joint strength of the bracket to the tank can be increased.

[0018] According to the railway tank car of claim 8, in addition to the effects of the railway tank car of claim 7, the upper plate bend portion and the lower plate bend portion are bent toward the upper side of the vehicle and welded to the outer plate of the tank in a position that is inclined upward toward the inside in the width direction of the vehicle, so that water can be prevented from entering between the upper plate bend portion and the lower plate bend portion and the outer plate of the tank.

[0019] According to the railway tank car of claim 9, in addition to the effects of the railway tank car of claim 8, the inner end of the lower connecting edge of the second reinforcing member in the vehicle width direction is separated from the upper surface of the lower plate bend by a predetermined distance. Therefore, in the area separated by this distance, the space on the upper side of the lower plate and the lower plate bend is not partitioned by the second reinforcing member, and a space can be created that is in communication in the longitudinal direction of the vehicle. Thus, the accumulation of foreign matter in such a space can be suppressed.

[0020] According to the railway tank car of claim 10, in addition to the effects of the railway tank car of claim 1, the footboard is provided with a footboard bend portion formed by bending the outer side of the footboard in the vehicle width direction, and since the footboard bend portion is welded to the outer surface of the support column, the support column can be reinforced by the footboard bend portion. Since the footboard bend portion is joined to the support column with a phase difference of 180 degrees from the first reinforcing material, the support column can be reinforced efficiently with fewer parts. Furthermore, the strength of the footboard itself is also increased by the footboard bend portion.

[0021] According to the railway tank car described in claim 11, in addition to the effects achieved by the railway tank car described in claim 1, the handrail includes a gripping portion that connects a plurality of columns to each other and a connecting portion that connects the gripping portion to the tank, so the strength of the handrail can be increased. Among the plurality of columns, at least the column closest to the connecting portion is not provided with a first reinforcing member, so it is possible to suppress excessive reinforcement of the column and suppress the mass corresponding to the non-provided first reinforcing member. As a result, it is possible to suppress an increase in the mass of the scaffold while increasing the strength of the handrail.

Brief Description of the Drawings

[0022] [Figure 1] It is a side view of a railway tank car in an embodiment of the present invention. [Figure 2] It is a partially enlarged cross-sectional view of the railway tank car along line II-II of FIG. 1. [Figure 3] It is a partially enlarged cross-sectional view of the railway tank car along line III-III of FIG. 1. [Figure 4] (a) is a partially enlarged cross-sectional view of the scaffold, and (b) is a partially enlarged side view of the scaffold as viewed in the direction of arrow IVb in FIG. 4(a). [Figure 5] (a) is a partially enlarged front view of the scaffold in a conventional railway tank car, and (b) is a partially enlarged side view of the scaffold as viewed in the direction of arrow Vb in FIG. 5(a). [Figure 6] (a) is a partially enlarged front view of the scaffold showing a structure in which a column is reinforced with a reinforcing member, and (b) is a partially enlarged side view of the scaffold as viewed in the direction of arrow VIb in FIG. 6(a).

Embodiments for Carrying Out the Invention

[0023] Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. The overall configuration of the railway tank car 10 will be described with reference to Figures 1 to 3. Figure 1 is a side view of the railway tank car 10 in one embodiment of the present invention. Figure 2 is a partially enlarged cross-sectional view of the railway tank car 10 along line II-II in Figure 1, and Figure 3 is a partially enlarged cross-sectional view of the railway tank car 10 along line III-III in Figure 1. Note that in Figures 2 and 3, the illustration of the weld bead is omitted in order to simplify the drawings and facilitate understanding. The same applies to Figures 4 and onward.

[0024] As shown in Figure 1, the railway tank car 10 comprises a bogie having wheels 3, a frame 4, a cylindrical tank 1 supported by the frame 4, and a platform 2 positioned on top of the tank 1.

[0025] A loading opening 1a for loading cargo is provided at the top of the tank 1, and scaffolding 2 is installed on both sides of the tank 1's outer panel in the vehicle width direction, flanking the loading opening 1a. Since each scaffolding 2 has essentially the same configuration, only the scaffolding 2 on one side in the vehicle width direction will be described.

[0026] As shown in Figures 1 to 3, the scaffolding 2 comprises a plurality of brackets 20 (six on each side in this embodiment, and so on) arranged in the longitudinal direction of the vehicle, a single step board 30 supported by the plurality of brackets 20, a handrail 40 having a support column 41 erected substantially vertically from the bracket 20 on the outside of the step board 30 in the vehicle width direction, a first reinforcing member 50 that reinforces the support column 41, and a second reinforcing member 60 that reinforces the brackets 20.

[0027] The handrail 40 comprises a gripping portion 42 that connects the upper ends of multiple support columns 41 and extends in the front-rear direction of the vehicle (left-right direction in Figure 1), and a connecting portion 43 that extends inward in the vehicle width direction (right side in Figure 3) from the end of the gripping portion 42 and is connected to the outer plate of the tank 1. Each of these parts (support columns 41, gripping portion 42, and connecting portion 43) is made of metal pipe material.

[0028] In this embodiment, the first reinforcing member 50 is not provided on the support columns 41 located at the front and rear ends in the longitudinal direction of the vehicle (left-right direction in Figure 1) (see Figure 3). The second reinforcing member 60 is provided on all brackets 20.

[0029] Next, the detailed configuration of scaffolding 2 will be described with reference to Figure 4. Figure 4(a) is a partially enlarged cross-sectional view of scaffolding 2, corresponding to Figure 2. Figure 4(b) is a partially enlarged side view of scaffolding 2 viewed in the direction of arrow IVb in Figure 4(a).

[0030] As shown in Figure 4, the bracket 20 extends outward in the vehicle width direction from the outer plate of the tank 1 (left side of the page in Figure 4(a)), and consists of an upper plate 21 that supports the footboard 30 and to which a support column 41 is erected, and a lower plate 22 that slopes downward from the end of the upper plate 21 toward the outer plate of the tank 1 and is joined to the outer plate of the tank 1, and is made of a metal plate material.

[0031] The upper plate 21 and lower plate 22 are provided with an upper plate bend portion 21a and a lower plate bend portion 22a, which are formed by bending the inner side of the upper plate 21 and lower plate 22 in the vehicle width direction to follow the inclination of the outer plate of the tank 1, and the outer edges (3 sides) of the upper plate bend portion 21a and lower plate bend portion 22a are welded to the outer plate of the tank 1. Compared to the conventional structure in which only one side of the cut end of the horizontal portion 121 and inclined portion 122 is welded to the outer plate of the tank 1 (see Figure 5(a)), this makes it possible to secure the welding length between the upper plate 21 and lower plate 22 and the tank 1 and to distribute the stress applied to the joint, thereby increasing the joint strength of the bracket 20 to the tank 1.

[0032] Furthermore, because the joint strength can be ensured by welding the outer edges (three sides) as described above, welding between the connection points between the upper plate 21 and the lower plate 22 and the upper plate bend portion 21a and the lower plate bend portion 22a (the bend portions of the upper plate 21 and the lower plate 22) and the outer plate of the tank 1 becomes unnecessary. In other words, flare welding, which requires relatively high skill, can be eliminated, and the work can be done solely with fillet welding, which can provide stable quality welding. Therefore, productivity can be increased.

[0033] The upper plate bend portion 21a and the lower plate bend portion 22a are bent toward the upper side of the vehicle (upper side in Figure 4(a)) and welded to the outer plate of the tank 1 in a shape that slopes upward toward the top of the tank 1. Therefore, even if the bent portions of the upper plate 21 and the lower plate 22 are not welded to the outer plate of the tank 1, it is possible to prevent water from entering between the upper plate bend portion 21a and the lower plate bend portion 22a and the tank 1 from the unwelded portion.

[0034] The footrest 30 is a metal plate that is roughly rectangular in plan view, and has a bent footrest portion 30a formed by bending the outer side of the footrest 30 in the vehicle width direction (left side of the page in Figure 4(a)). The outer side of the bent footrest portion 30a in the vehicle width direction is welded to the outer surface of the support column 41. Therefore, the strength of the footrest 30 itself can be increased while also increasing the joint strength between the support column 41 and the bracket 20.

[0035] The footrest 30 is constructed as a single plate that covers the brackets 20 from the front end 20 in the vehicle's longitudinal direction to the rear end 20 among the multiple brackets 20. Therefore, the footrest bend 30a is also formed continuously from the front end bracket 20 to the rear end bracket 20.

[0036] The first reinforcing member 50 is a metal plate that is roughly rectangular in plan view, with its short side joined to the upper surface of the bracket 20 (upper plate 21) and the outer surface of the support column 41, respectively, and connects the base of the support column 41 and the upper surface of the bracket 20 in an upward-sloping position from the bracket 20 towards the support column 41.

[0037] The length of the shorter side of the first reinforcing member 50 is approximately the same as the width dimension of the upper plate 21 (in the vehicle's front-rear direction and the left-right dimension in Figure 4(b)).

[0038] A notch 50a is formed on one of the shorter sides of the first reinforcing member 50, which is roughly U-shaped in plan view and has an inner edge that corresponds to the outer shape of the cut surface when the support column 41 is cut diagonally. The inner edge of the notch 50a is welded to the outer surface of the support column 41. This ensures a sufficient welding length between the support column 41 and the first reinforcing member 50, thereby increasing the joint strength of the first reinforcing member 50 to the support column 41.

[0039] The other short side of the first reinforcing member 50 (hereinafter referred to as "short side 5b") is welded to the upper surface of the top plate 21, in the area that is furthest outward in the vehicle width direction relative to the support column 41. Therefore, unlike the conventional structure in which a pair of reinforcing members 151 are arranged in a V-shape on both sides of the support column 141 (see Figure 6(b)), it is not necessary to increase the width dimension of the bracket 20. Thus, the strength of the handrail 40 can be increased while suppressing an increase in the mass of the scaffolding 2.

[0040] The side of the tread bend 30a is welded to the support column 41 from the inside in the vehicle width direction (right side of the page in Figure 4(a)). That is, the first reinforcing member 50 and the tread bend 30a are welded to the support column 41 with a phase difference of 180 degrees, sandwiching the support column 41 from both sides in the vehicle width direction, so that the strength of the support column 41 can be efficiently increased with fewer members. Therefore, the strength of the handrail 40 can be increased while suppressing an increase in the mass of the scaffolding 2.

[0041] Here, the handrail 40 has a structure in which the gripping portion 42 extends in the longitudinal direction of the vehicle, and both ends are joined to the tank 1 via the connecting portion 43 (see Figure 1). Therefore, when the railway tank car 10 is running, a vibration mode is easily formed in which the gripping portion 42 is displaced in the vehicle width direction (left-right direction in Figure 4(a)) with both ends of the gripping portion 42 acting as nodes, as seen from above the vehicle. For this reason, the support column 41 is prone to swaying in the vehicle width direction, starting from the base where it is joined to the bracket 20.

[0042] The two ends Pe of the weld bead, which is roughly U-shaped in plan view and joins the notch 50a of the first reinforcing member 50 to the outer surface of the support column 41, are positioned to coincide with the central axis of the support column 41 (center in the left-right direction of the paper in Figure 4(a)) when viewed in the front-rear direction of the vehicle.

[0043] Therefore, when the support column 41 sways in the vehicle width direction (left-right direction in Figure 4(a)) while the railway tank car 10 is running, the end portion Pe of the welded part can be positioned at a neutral point where compression and tension are less likely to occur. Thus, the occurrence of cracks in the end portion Pe of the welded part can be suppressed.

[0044] The second reinforcing member 60 is a metal plate that is roughly trapezoidal in plan view. One of the pair of opposite sides that form the legs of the trapezoid (hereinafter referred to as the "upper connecting side 60a") is joined to the lower surface of the upper plate 21, and the other opposite side (hereinafter referred to as the "lower connecting side 60b") is joined to the upper surface of the lower plate 22, connecting the lower surface of the upper plate 21 and the upper surface of the lower plate 22 of the bracket 20.

[0045] In this embodiment, the second reinforcing member 60 and the aforementioned support column 41 and first reinforcing member 50 are positioned at the center of the bracket 20 in the width direction (left-right direction in Figure 4(b)). However, they may be positioned off-center to either side in the width direction of the bracket 20.

[0046] The length of the upper connecting edge 60a in the direction along the upper plate 21 is shorter than the length of the upper plate 21, and on the lower surface of the upper plate 21, regions are formed on the outer side in the vehicle width direction (left side of Figure 4(a)) and the inner side in the vehicle width direction (right side of Figure 4(a)) where the upper connecting edge 60a is not joined. The length of the lower connecting edge 60b in the direction along the lower plate 22 is shorter than the length of the lower plate 22, and on the upper surface of the lower plate 22, regions are formed on the outer side in the vehicle width direction and the inner side where the lower connecting edge 60b is not joined.

[0047] The second reinforcing member 60 has a pair of opposite sides (hereinafter referred to as "upper side 60c" and "lower side 60d") that form the upper and lower bases of a trapezoid, which are inclined downward from the lower surface of the upper plate 21 toward the outside in the vehicle width direction, so that the distance from the inner end of the lower connecting side 60b in the vehicle width direction to the outer plate of the tank 1 is greater than the distance from the inner end of the upper connecting side 60a in the vehicle width direction to the outer plate of the tank 1.

[0048] The second reinforcing member 60 connects the lower surface of the upper plate 21 and the upper surface of the lower plate 22, thereby increasing the strength of the bracket 20. This allows the bracket 20 to extend outward in the vehicle width direction (left side of the page in Figure 4(a)) (i.e., the length of the upper plate 21 in the vehicle width direction) to be increased. As a result, the dimensions of the footboard 30 in the vehicle width direction can be increased to secure working space for the worker, while also providing space on the outside of the support column 41 in the vehicle width direction, allowing the first reinforcing member 50 to be installed.

[0049] The second reinforcing member 60 is made smaller and its mass reduced because the lengths of its upper connecting side 60a and lower connecting side 60b are shorter than the lengths of the upper plate 21 and lower plate 22, respectively. On the other hand, the second reinforcing member 60 connects the lower surface of the upper plate 21 and the upper surface of the lower plate 22 in such a manner that its upper side 60c and lower side 60d are inclined downward toward the outside in the vehicle width direction from the lower surface of the upper plate 21. Therefore, even in the smaller form of the second reinforcing member 60, the load input from the tread plate 30 and support column 41 to the upper plate 21 is transmitted from the upper plate 21 to the lower plate 22, allowing both the upper plate 21 and the lower plate 22 to support the load efficiently.

[0050] The support column 41 is positioned so as to overlap with the upper connecting edge 60a and the lower connecting edge 60b in the vertical direction of the vehicle (vertical direction in Figure 4(a)). The step plate 30 has a predetermined range on the support column 41 side that overlaps with at least the upper connecting edge 60a in the vertical direction of the vehicle, and a portion of this predetermined range that is connected to the support column 41 also overlaps with the lower connecting edge 60b in the vertical direction of the vehicle.

[0051] This allows the load acting on the upper plate 21 from the support column 41 and the tread 30 to be transmitted to the second reinforcing member 60, and then distributed to the upper plate 21 and the lower plate 22 via the second reinforcing member 60. As a result, the load acting on the support column 41 and the tread 30 can be supported by the entire bracket 20, increasing the strength of the handrail 40 and providing firm support for the tread 30.

[0052] On the other hand, the inner end of the upper connecting edge 60a in the vehicle width direction (right side of the page in Figure 4(a)) is separated from the outer plate of the tank 1 by a predetermined distance. That is, the area of ​​the footboard 30 on the tank 1 side does not overlap with the upper connecting edge 60a in the vehicle vertical direction. However, the upper plate 21 has an upper plate bend 21a formed thereon, and as described above, the joint strength of the upper plate 21 to the tank 1 is ensured. Therefore, even in the area that does not overlap with the second reinforcing member 60 in the vehicle vertical direction, the load acting from the footboard 30 can be supported by the upper plate 21. As a result, the second reinforcing member 60 can be made smaller, and the mass of the scaffolding 2 can be reduced.

[0053] The outer end of the upper connecting side 60a in the vehicle width direction (left side of the page in Figure 4(a)) is located inward in the vehicle width direction from the short side 50b of the first reinforcing member 50. That is, the short side 50b of the first reinforcing member 50 does not overlap with the upper connecting side 60a in the vehicle vertical direction. However, the part where the upper plate 21 and the lower plate 22 are connected (the bent part of the bracket 20) has a high section modulus and relatively high strength is ensured. Therefore, even in the area that does not overlap with the second reinforcing member 60 in the vehicle vertical direction, the load acting from the short side 50b of the first reinforcing member 50 can be supported by the upper plate 21. As a result, the strength of the handrail 40 can be ensured while the second reinforcing member 60 can be made smaller and the mass of the scaffolding 2 can be reduced.

[0054] Here, for example, if the inner end of the lower connecting edge 60b in the vehicle width direction is not separated from the outer surface of the lower plate bend portion 22a, and the lower edge 60d is connected to the upper surface of the lower plate bend portion 22a, then the upper side of the bend portion between the lower plate 22 and the lower plate bend portion 22a is partitioned by the second reinforcing member 60 in the vehicle longitudinal direction (perpendicular to the plane of the paper in Figure 4(a)), and foreign matter such as dust tends to accumulate on the upper surface of the bend portion between the lower plate 22 and the lower plate bend portion 22a.

[0055] In contrast, the second reinforcing member 60 has its lower connecting edge 60b's inner end in the vehicle width direction separated from the outer surface of the lower plate bend 22a by a predetermined distance, and its lower edge 60d is not connected to the upper surface of the lower plate bend 22a. As a result, the upper side of the bend between the lower plate 22 and the lower plate bend 22a is not partitioned by the second reinforcing member 60, and a space that communicates in the longitudinal direction of the vehicle can be formed. Therefore, the accumulation of foreign matter such as dust can be suppressed by utilizing the airflow during driving.

[0056] As described above, the handrail 40 has its gripping portion 42 connected to the tank 1 by a connecting portion 43 at the vehicle's longitudinal end (see Figures 1 and 3). Therefore, the support columns 41 located close to the connecting portion 43 are relatively less prone to vibration. In this embodiment, the first reinforcing member 50 is not provided on the support column 41 located at the front or rear end in the vehicle's longitudinal direction, and is provided only on the remaining support columns 41.

[0057] This prevents excessive reinforcement of the support column 41 and reduces the mass of the first reinforcing member 50 that is not installed. As a result, the strength of the handrail 40 can be increased while preventing an increase in the mass of the scaffolding 2.

[0058] Although the present invention has been described above based on embodiments, it can be easily inferred that the present invention is not limited in any way to the above embodiments, and that various improvements and modifications are possible without departing from the spirit of the present invention.

[0059] In the above embodiments, a first configuration in which the first reinforcing member 50 and the second reinforcing member 60 are provided on the bracket 20 (see Figures 2 and 4), and a second configuration in which only the second reinforcing member 60 is provided on the bracket 20 (see Figure 3) have been described. However, a third configuration in which only the first reinforcing member 50 is provided on the bracket 20 may also be adopted.

[0060] The bracket 20 may be configured in the same form for all of them arranged on one side of the tank 1, or it may be a combination of the first to third forms as desired. For example, the brackets 20 located at the front and rear ends in the longitudinal direction of the vehicle may be of the third form, and the remaining brackets 20 may be of the first form.

[0061] In the above embodiment, the upper plate 21 and lower plate 22 are provided with an upper plate bend portion 21a and a lower plate bend portion 22a, and the upper plate bend portion 21a and lower plate bend portion 22a are joined to the outer plate of the tank 1. However, the upper plate bend portion 21a and lower plate bend portion 22a may be omitted, and the inner ends of the upper plate 21 and lower plate 22 in the vehicle width direction may be joined to the outer plate of the tank 1. The mass of the scaffolding 2 can be reduced by omitting the upper plate bend portion 21a and lower plate bend portion 22a. In addition, only one of the upper plate bend portion 21a or the lower plate bend portion 22a may be omitted.

[0062] In the above embodiment, the case in which the upper plate bend portion 21a and the lower plate bend portion 22a are bent toward the upper side of the vehicle and welded to the outer plate of the tank 1 in an upward sloping position toward the inward side in the vehicle width direction was described. However, the upper plate bend portion 21a and the lower plate bend portion 22a may also be bent toward the lower side of the vehicle and welded to the outer plate of the tank 1 in an upward sloping position toward the outward side in the vehicle width direction. Furthermore, one of the upper plate bend portion 21a and the lower plate bend portion 22a may be bent toward the upper side of the vehicle and the other may be bent toward the lower side of the vehicle.

[0063] In the above embodiment, the three outer edges of the upper plate bend portion 21a and the lower plate bend portion 22a are welded to the outer plate of the tank 1, and the connection portions between the upper plate 21 and the lower plate 22 and the upper plate bend portion 21a and the lower plate bend portion 22a are not welded to the outer plate of the tank 1. However, such connection portions may be welded. This increases the bonding strength of the bracket 20 to the tank 1.

[0064] In the above embodiment, the case in which the support column 41, gripping portion 42, and connecting portion 43 constituting the handrail 40 are made of pipe material was described, but some or all of these may be made of solid wood. Furthermore, the external cross-sectional shape of the pipe material and the solid wood is not limited to a circle, but may also be polygonal.

[0065] In the above embodiment, the case in which the handrail 40 has two connecting parts 43 was described, but there may be three or more connecting parts 43, or there may be only one. Also, the connecting parts 43 may be omitted.

[0066] In the above embodiment, the case in which the gripping portion 42 is made of a metal pipe material was described, but the gripping portion 42 may also be made of a metal wire rope or a rope made of synthetic fiber.

[0067] In the above embodiment, the first reinforcing member 50 was described as being made of a flat plate, but the first reinforcing member 50 may be made of a member with a U-shaped cross-section. That is, the first reinforcing member 50 may be made of a member having a central part that is roughly rectangular in plan view and a pair of upright parts that are erected from the long sides on both sides of the central part. In this case, it is preferable to provide a notch 50a on one of the short sides of the central part. Also, when the support column 41 and the bracket 20 are connected, the upright parts may face either in the vertical direction of the vehicle.

[0068] In the above embodiment, the case in which the second reinforcing member 60 is not joined to the outer plate of the tank 1 was described, but a part or all of the lower edge 60d of the second reinforcing member 60 may be joined to the outer plate of the tank 1. [Explanation of symbols]

[0069] 10 Railway tank cars 1 tank 3 wheels 4-unit frame 20 brackets 21 Top plate 21a Upper plate bending section 22 Lower plate 22a Lower plate bent part 30 Stepping boards 30a Tread plate bending section 40 Handrail 41 Post 42 Gripping part 43 Connection part 50 First reinforcing material 50a Notch 50b Short side (the other short side) Pe end 60 Second reinforcing material 60a Upper connecting edge 60b Lower connecting edge

Claims

1. A railway tank car comprising a bogie with wheels, a frame, and a tank supported by the frame, Multiple brackets are arranged on the upper part of the tank and aligned in the front-to-rear direction of the vehicle, A step plate supported by multiple brackets, A handrail having a support column erected from the bracket on the outer side of the step in the vehicle width direction, A railway tank car characterized by comprising a first reinforcing member that connects the bracket and the support column on the outer side of the support column in the vehicle width direction.

2. The first reinforcing member is a plate material that is substantially rectangular in plan view, and a substantially U-shaped notch is formed on one of the short sides of the first reinforcing member. The railway tank car according to claim 1, characterized in that the other short side of the first reinforcing member is welded to the upper surface of the bracket, the notch of the first reinforcing member is welded to the outer surface of the support column, and the bracket and the support column are connected by the first reinforcing member which is inclined upward from the bracket toward the support column.

3. The railway tank car according to claim 2, characterized in that the end of the welded portion where the notch of the first reinforcing member and the outer surface of the support column are welded is located in the center of the support column in the vehicle width direction.

4. The bracket is equipped with a second reinforcing member, The aforementioned bracket is An upper plate extending outward in the vehicle width direction from the outer plate of the tank, supporting the footrest and on which the support column is erected, It comprises a lower plate that slopes downward from the outer end of the upper plate in the vehicle width direction toward the inner end in the vehicle width direction and is joined to the outer plate of the tank, A railway tank car according to any one of claims 1 to 3, characterized in that the upper connecting edge of the second reinforcing member is welded to the lower surface of the upper plate and the lower connecting edge of the second reinforcing member is welded to the upper surface of the lower plate, thereby connecting the upper plate and the lower plate with the second reinforcing member.

5. The railway tank car according to claim 4, characterized in that the support column is positioned to overlap with the upper connecting edge and the lower connecting edge of the second reinforcing member in the vertical direction of the vehicle.

6. The railway tank car according to claim 5, characterized in that the outer end of the upper connecting side of the second reinforcing member in the vehicle width direction is located inward in the vehicle width direction from the position where the other short side of the first reinforcing member is welded to the upper surface of the upper plate.

7. The upper plate is provided with an upper plate bend portion formed by bending the inner side of the upper plate in the vehicle width direction, and at least the outer edge of the upper plate bend portion is welded to the outer plate of the tank. The railway tank car according to claim 4, wherein the lower plate is provided with a lower plate bend portion formed by bending the inner side of the lower plate in the vehicle width direction, and at least the outer edge of the lower plate bend portion is welded to the outer plate of the tank.

8. The railway tank car according to claim 7, characterized in that the upper plate bend portion and the lower plate bend portion are bent toward the upper side of the vehicle and welded to the outer plate of the tank in a position that is inclined upward toward the inward side in the width direction of the vehicle.

9. The railway tank car according to claim 8, characterized in that the inner end of the lower connecting edge of the second reinforcing member in the vehicle width direction is separated from the upper surface of the lower plate bend by a predetermined distance.

10. The railway tank car according to claim 1, characterized in that the footboard has a footboard bend portion formed by bending the outer side of the footboard in the vehicle width direction, and the footboard bend portion is welded to the outer surface of the support column.

11. The handrail comprises a gripping portion that connects multiple support posts together, and a connecting portion that connects the gripping portion to the tank. The railway tank car according to claim 1, characterized in that, of the plurality of support columns, the first reinforcing member is not provided on at least the support column closest to the connection portion.

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