Rail vehicles

Abstract

To provide a railway vehicle which can mitigate a reaction force generated when an impact force is applied to a front gable body structure.SOLUTION: A railway vehicle 1 has an underframe 11, a front gable body structure 12 erected on an end part of the underframe 11 in a track direction, and a side body structure 13 erected on both ends of the underframe 11 in a sleeper direction. The front gable body structure 12 consists of a gable plate 121 forming a beginning face of the railway vehicle 1, and a gable column 122 supporting the gable plate 121. The side body structure 13 consists of a side plate 131 working as a side face of the railway vehicle 1, and plural side columns 132 arranged in the track direction and supporting the side plates. In the railway vehicle 1, a corner strut 132A of the side columns 132 which is arranged nearest to the front gable body structure 12 is arranged at a position in a more rear side of the railway vehicle 1 than the gable column 122 and at a position that has a subscribed distance from a corner part 22 where an end part of the gable plate 121 in the sleeper direction and an end part of the side plate 131 on a side of the front gable body structure 12 in the track direction cross.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present invention relates to a railway vehicle having an underframe, a front end structure erected at the end of the underframe in the track direction, and side structures erected at both ends of the underframe in the sleeper direction, wherein the front end structure consists of an end plate that forms the leading face of the railway vehicle and an end pillar that supports the end plate, and the side structure consists of a side plate that forms the side face of the railway vehicle and a plurality of side pillars that are lined up in the track direction and support the side plate. [Background technology]

[0002] As disclosed in Patent Document 1, the body of a railway vehicle is configured to form a hexahedron made up of an underframe that forms the floor surface, an end structure that is erected at both ends of the underframe in the track direction and forms the front or coupling part of the carbody (hereinafter, the end structure that forms the front part of the carbody will be referred to as the front end structure), side structures that are erected at both ends of the underframe in the sleeper direction and form the side surfaces of the carbody, and a roof structure that is located at the upper ends of the end structure and side structures and forms the roof of the carbody.

[0003] In such a railway vehicle, for example, as in the railway vehicle 6 shown in FIG. 5, a front end structure 62 is composed of an end plate 621 forming the leading surface of the railway vehicle 6, and end pillars 622 supporting the end plate 621. The end plate 621 is provided with an opening 621a for a passageway connecting the inside and outside of the railway vehicle 6 in the center of the end plate 621 in the sleeper direction, and further provided with a pair of window openings 621b on either side of the opening 621a. Window glass is fitted into the window openings 621b, and the window openings 621b are used as windows. In addition, a pair of end pillars 622 are arranged on either side of the opening 621a of the end plate 621, and are welded to the inner surface of the end plate 621 on the car body.

[0004] The side structure 63 is made up of a side plate 631 that forms the side surface of the railway car 6, and a number of side pillars 632 that are aligned in the track direction and support the side plate 631. Of the side pillars 632, the side pillars 632 that are located close to the front end structure 62 are referred to as corner pillars 632A, and the others are referred to as side pillars 632B.

[0005] The corner post 632A is disposed at a corner 64 where the end of the end plate 621 in the sleeper direction intersects with the end of the side plate 631 on the front end body structure 62 side in the track direction, and is joined not only to the surface of the side plate 631 on the inboard side of the car body, but also to the surface of the end plate 621 on the inboard side of the car body. As a result, the end post 622 and the corner post 632A are aligned in a row in the sleeper direction. [Prior art documents] [Patent documents]

[0006] [Patent Document 1] JP 2005-59729 A Summary of the Invention [Problem to be solved by the invention]

[0007] However, the above-mentioned conventional techniques have the following problems. For example, suppose an accident occurs in which a large truck enters a railroad crossing just before a railroad vehicle 6 passes, and the railroad vehicle 6 collides head-on with the large truck. Since the loading platform of the large truck is often located at a higher position than the underframe 11 of the railroad vehicle 6, the impact force F of the collision may be applied to the front end structure 62, as shown in FIG. 6(a). When the impact force F is applied to the front end structure 62 at a higher position than the underframe 11, the end pillar 622 and the corner pillar 632A are aligned in a row in the sleeper direction, so that the impact force F simultaneously deforms the end pillar 622 and the corner pillar 632A, as shown in FIG. 6(b), and a large reaction force is instantaneously generated, which not only destroys the car body, but also applies a strong impact (acceleration) to the passengers and crew on board the railroad vehicle 6, which may cause injury.

[0008] In order to prevent a large reaction force from being generated instantaneously due to the impact force F, it is conceivable to reduce the strength of the end pillars 622 and corner pillars 632A compared to conventional ones, making them easier to deform and absorbing the impact force F. However, if the strength of the end pillars 622 and corner pillars 632A is reduced, the amount of deformation of the front end structure 62 and the side structure 63 when the impact force F is applied to the front end structure 62 will increase, making it difficult to ensure a survival zone in the crew compartment, and this cannot be adopted.

[0009] The present invention has been made to solve the above problems, and has an object to provide a railway vehicle capable of mitigating the reaction force generated when an impact force is applied to the front end bodywork. [Means for solving the problem]

[0010] In order to solve the above problems, a railway vehicle according to the present invention has the following configuration. (1) A railway vehicle having an underframe, a front end structure erected at the end of the underframe in the track direction, and side structures erected at both ends of the underframe in the sleeper direction, wherein the front end structure consists of an end plate that forms the leading face of the railway vehicle and an end post supporting the end plate, and the side structure consists of side plates that form the sides of the railway vehicle and a plurality of side posts that are lined up in the track direction and support the side plates, wherein a corner post of the side posts that is located closest to the front end structure is located rearward of the railway vehicle from the end post and at a predetermined distance from the corner where the end of the end plate in the sleeper direction and the end of the side plate on the front end structure side in the track direction intersect, A plurality of flat reinforcing ribs for supporting the side panels between the corner posts and the corner portions are arranged side by side in the height direction of the railway vehicle between the corner posts and the corner portions. It is characterized by:

[0011] According to the railway vehicle described in (1), the end pillar and the corner pillar are arranged at a distance in the track direction, so when an impact force is applied to the front end body structure, such as when the vehicle collides with an obstacle, the timing at which the end pillar receives the impact can be shifted from the timing at which the corner pillar receives the impact. In other words, the space between the end pillar and the corner pillar can be made into a crushable zone, so that the impact applied to the front end body structure can be absorbed and the peak value of the generated reaction force can be mitigated.

[0012] In addition, by shifting the timing at which the gable pillar receives impact from the corner pillar, In order to absorb the impact force, there is no need to reduce the strength of the end pillars and corner pillars compared to conventional ones, It also becomes easier to secure a survival zone in the room. In addition, according to the railcar described in (1), a plurality of flat reinforcing ribs are provided in a row in the height direction of the railcar between the corner posts and the corners, which makes it possible to secure a crushable zone while adequately supporting the side panel between the corners and the corner posts. In addition, by adjusting the plate thickness, cross-sectional dimensions, and number of reinforcing ribs, it becomes easy to design the amount of energy absorbed during a collision and the reaction force generated to be adjusted to preferred values.

[0013] (2) In the railway vehicle described in (1), the specified distance is between 100 mm and 200 mm.

[0014] According to the railway vehicle described in (2), it is possible to ensure a crushable zone while maintaining sufficient strength of the car body.

[0015] The larger the crushable zone, the easier it is to absorb impact forces. However, if the corner post is placed too far away from the corner where the end of the end panel in the direction of the sleepers intersects with the end of the side panel on the front end body structure in the direction of the track in order to increase the crushable zone, the side panel will not be supported sufficiently between the corner and the corner post, and the strength of the car body itself may be insufficient. Therefore, by setting the distance between the corner and the corner post between 100 mm and 200 mm, it is possible to ensure the crushable zone while maintaining sufficient strength of the car body. Effect of the Invention

[0018] According to the railway vehicle of the present invention, it is possible to reduce the reaction force that occurs when an impact force is applied to the front end bodyshell. [Brief description of the drawings]

[0019] [Figure 1] FIG. [Diagram 2] 2 is a cross-sectional view taken along line AA in FIG. 1. [Diagram 3] FIG. 3 is a cross-sectional view taken along the line BB in FIG. 2. (a) shows the state before the front end bodyshell is deformed by the impact force, and (b) shows the state after the front end bodyshell is deformed by the impact force. [Figure 4]FIG. 3 is a diagram showing a modified example of a railway vehicle, the diagram corresponding to FIG. 2. [Diagram 5] FIG. 3 is a cross-sectional view of a railway vehicle according to the prior art, which corresponds to FIG. 2. [Figure 6] 6 is a cross-sectional view taken along CC in FIG 5. (a) shows the state before the front end bodyshell is deformed by the impact force, and (b) shows the state after the front end bodyshell is deformed by the impact force. [Figure 7] 1 is a graph comparing a reaction force generated when an impact force is applied to a front end bodyshell according to the present invention with a reaction force generated when an impact force is applied to a front end bodyshell according to a conventional technology. [Figure 8] 13(a) and (b) are diagrams showing modified examples of the cross-sectional shape of the gable post. [Figure 9] 13(a) and (b) are diagrams showing modified examples of the cross-sectional shape of the gable post. [Figure 10] 13A and 13B are diagrams showing modified examples of the cross-sectional shape of the gable post. [Figure 11] 13A and 13B are diagrams showing modified examples of the cross-sectional shape of the gable post. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0020] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of a railway vehicle according to the present invention will be described in detail with reference to the drawings.

[0021] FIG. 1 is a side view of a railway vehicle 1 according to an embodiment of the present invention. As shown in FIG. 1, the car body 2 of the railway vehicle 1 is configured to form a hexahedron by an underframe 11 forming a floor surface, a front end structure 12 that is erected at one end of the underframe 11 in the track direction and forms the front end of the car body 2, a tandem structure 15 that is erected at the other end of the underframe 11 and forms the coupling part of the car body 2, side structures 13 that are erected at both ends of the underframe 11 in the sleeper direction and form the side surfaces of the car body 2, and a roof structure 14 that is disposed at the upper ends of the front end structure 12, the tandem structure 15 and the side structure 13 and forms the roof of the car body 2. The car body 2 is supported by a bogie 16 equipped with wheels 17 via a bolster spring 18. The side structure 13 is provided with a driver's entrance 20A leading to the driver's room, a passenger entrance 20B leading to the passenger compartment, and a window 20C. In addition, couplers 19 are provided at both ends of the underframe 11 in the track direction so as to protrude outward in the longitudinal direction of the vehicle beyond the front end body structure 12 and the end body structure 15, making it possible to couple adjacent railway cars together.

[0022] Fig. 2 is a cross-sectional view taken along the line AA in Fig. 1. Note that the internal structure of the crew compartment, passenger compartment, etc. is omitted.

[0023] The front end structure 12 comprises an end plate 121 forming the leading surface of the railway car 1 and end pillars 122 supporting the end plate 121 from the inside side of the car body 2.

[0024] The end plate 121 is made of a metal such as carbon steel, stainless steel, or aluminum alloy. An opening 121a for a passageway connecting the inside and outside of the railway car 1 is provided in the center of the end plate 121 in the sleeper direction, and a pair of window openings 121b are provided on either side of the opening 121a. Window glass is fitted into the window openings 121b and used as windows.

[0025] The end pillars 122 are made of metal such as carbon steel, stainless steel, or aluminum alloy, and are formed by pressing a flat plate-shaped material into a rectangular cylindrical cross section and assembling it by welding, etc. A pair of end pillars 122 are arranged to sandwich the opening 121a of the end plate 121, and are welded to the surface of the end plate 121 facing the inside of the car body 2.

[0026] Such a front end structure 12 is erected at approximately a right angle to the underframe 11, and the end of the end pillar 122 on the underframe 11 side is joined to the underframe 11 by welding it to the upper surface of the underframe 11 via a joint plate not shown.

[0027] The side structure 13 comprises a side plate 131 forming the side surface of the railway vehicle 1 and a side pillar 132 supporting the side plate 131 from the inside of the car body 2 .

[0028] The side plate 131 and the side pillar 132 are made of metal such as carbon steel, stainless steel, or aluminum alloy. The side pillar 132 is formed by pressing a flat material into a rectangular cylindrical cross section and assembling it by welding or the like. A plurality of side pillars 132 are provided along the track direction of the railway car 1, and are welded to the inner surface of the side plate 131 on the car body 2.

[0029] Here, among the multiple side posts 132, the side post 132 arranged at a position closest to the front end body structure 12 is referred to as a corner post 132A, and the side posts 132 other than the corner post 132A are referred to as side posts 132B. The corner post 132A and the side post 132B shown in Fig. 2 are arranged, for example, so as to sandwich the driver boarding / alighting door 20A (see Fig. 1).

[0030] Corner post 132A is disposed at a position with a predetermined distance from corner 22 where the end of end panel 121 in the sleeper direction and the end of side panel 131 on the front end body structure 12 side in the track direction intersect, and is located on the rear side of railcar 1 from end post 122. Note that the predetermined distance is preferably between 100 mm and 200 mm.

[0031] Such a side structure 13 is erected at approximately a right angle to the underframe 11, and the ends of the corner posts 132A and the side posts 132B on the underframe 11 side are joined to the underframe 11 by welding them to the upper surface of the underframe 11 via joint plates not shown.

[0032] In addition, a reinforcing rib 21 is installed horizontally between the corner post 132A and the corner portion 22. The reinforcing rib 21 is formed in a flat plate shape, and a plurality of reinforcing ribs 21 are arranged side by side in the height direction of the railway vehicle 1 (see FIG. 3(a)). If the distance between the corner portion 22 and the corner post 132A is large, depending on the thickness of the side plate 131, there is a risk that the support of the side plate 131 between the corner portion 22 and the corner post 132A will be insufficient. However, by using the reinforcing rib 21, it becomes possible to sufficiently support the side plate 131 between the corner portion 22 and the corner post 132A.

[0033] The operation and effect of the railway vehicle 1 having the above-mentioned configuration will be described. Fig. 3(a) is a cross-sectional view taken along line B-B in Fig. 2. Fig. 3(b) is a cross-sectional view taken along line B-B in Fig. 2, illustrating a state in which an impact force F is applied to the front end body structure 12 and the front end body structure 12 is deformed.

[0034] For example, suppose an accident occurs in which a large truck enters a railroad crossing just before railroad vehicle 1 passes, and the railroad vehicle 1 collides head-on with the large truck. Since the loading platform of the large truck is often located higher than the railroad vehicle frame 11, the impact force F of the collision may be applied to the front end body structure 12, as shown in FIG. 3(a).

[0035] In a railway vehicle 6 according to the prior art, as shown in Fig. 6(a), when an impact force F is applied to the front end body structure 62 at a position higher than the underframe 11, the end pillar 622 and the corner pillar 632A are aligned in a row in the sleeper direction, so that the end pillar 622 and the corner pillar 632A are simultaneously deformed by the impact force F, as shown in Fig. 6(b). When the end pillar 622 and the corner pillar 632A are simultaneously deformed, a large reaction force is generated instantaneously, which not only destroys the car body, but also applies a strong impact (acceleration) to passengers and crew aboard the railway vehicle 6, which may injure them.

[0036] On the other hand, in the railway vehicle 1 according to this embodiment, even if an impact force F is applied to the front end body structure 12 at a position higher than the underframe 11, as shown in FIG. 3(a), Because the corner post 132A is disposed further rearward of the railcar 1 than the end post 122, it is possible to shift the timing at which the end post 122 receives an impact from the timing at which the corner post 132A receives an impact. In other words, because the space between the end post 122 and the corner post 132A can be made a crushable zone, the impact force F applied to the front end body structure 12 can be absorbed and the generated reaction force can be mitigated.

[0037] In addition, in the railway vehicle 6 according to the conventional technology, in order to prevent a large reaction force from being generated instantaneously by the impact force F, it is possible to absorb the impact force F by reducing the strength of the end pillar 622 and the corner pillar 632A to make them easier to deform. However, this is difficult to adopt because the larger deformation area narrows the survival zone of the crew compartment and increases the danger to the crew. On the other hand, in the railway vehicle 1 according to the present embodiment, the impact force F is absorbed by shifting the timing at which the end pillar 122 receives the impact from the timing at which the corner pillar 132A receives the impact, so there is no need to reduce the strength of the end pillar 122 and the corner pillar 132A compared to the conventional ones. Therefore, as shown in FIG. 3(b), the corner pillar 132A can receive the front end body structure 12 that is deformed inwardly of the railway vehicle 1 due to the impact force F. As a result, the rear side of the railway vehicle 1 from the corner pillar 132A becomes the survival zone of the crew compartment.

[0038] 7 is a graph comparing the reaction force generated when an impact force F is applied to the front end bodyshell 12 according to this embodiment with the reaction force generated when an impact force F is applied to the front end bodyshell 62 according to the conventional technology. The horizontal axis represents time, with time t0 being the first moment when the impact force F is applied. The vertical axis represents the reaction force.

[0039] The reaction force in the prior art is represented by waveform 7, which is indicated by a dashed line. As described above, the end pillar 622 and the corner pillar 632A are aligned in a row in the sleeper direction, so the end pillar 622 and the corner pillar 632A are simultaneously deformed by the impact force F. This shows that a reaction force is generated suddenly up to a peak value F1 between time t0, when the impact force F is applied to the front end body structure 62, and time t2.

[0040] The reaction force in this embodiment is represented by the waveform 3 shown by the solid line. As described above, since the corner pillar 132A is disposed on the rear side of the railcar 1 relative to the end pillar 122, the timing at which the end pillar 122 receives an impact and the timing at which the corner pillar 132A receives an impact are shifted. As a result, first, a reaction force occurs as a first peak value F2 when the end pillar 122 receives an impact between time t0 when the impact force F is applied to the front end body structure 12 and time t1. Then, the end pillar 122 deforms, so that energy absorption is performed and the stress is reduced. Furthermore, at the subsequent time t3, a reaction force occurs as a second peak value F3 when the corner pillar 132A receives an impact. By shifting the timing at which the peak values ​​occur in this way, the reaction force is dispersed, and both the first peak value F2 and the second peak value F3 are lower than the peak value F1 in the conventional technology.

[0041] Next, a railway vehicle 8 as a modified example will be described with reference to Fig. 4. Fig. 4 is a diagram showing a modified example of the railway vehicle according to the present embodiment, and is a cross-sectional view corresponding to Fig. 2.

[0042] The front end structure 52 is made up of an end plate 521 forming the leading surface of the railway car 8 and an end pillar 522 to which the end plate 521 is welded to the inside side of the railway car 8.

[0043] End plate 521 differs from end plate 121 of railway car 1 in that it is bent at two locations, and the central portion of end plate 521 in the sleeper direction is formed to protrude further forward in the railway car 8 than other portions. An opening 521a for a through passage connecting the inside and outside of railway car 8 is provided in the central portion of end plate 521 in the sleeper direction, and further, a pair of window openings 521b used as windows are provided on either side of opening 521a. A pair of rectangular tubular end pillars 522 are arranged on either side of opening 521a of end plate 521.

[0044] The side structure 53 is made up of a side plate 531 forming the side surface of the railway car 8, and a side pillar 532 which is welded to the side plate 531 on the inside side of the railway car 8. Of the multiple side pillars 532, the side pillar 532 which is located closest to the front end structure 52 is referred to as a corner pillar 532A, and the side pillars 532 other than the corner pillar 532A are referred to as side pillars 532B.

[0045] Corner post 532A is disposed at a position with a predetermined distance from corner 55 where the end of end panel 521 in the sleeper direction and the end of side panel 531 on the front end body structure 52 side in the track direction intersect, and is located on the rear side of railcar 8 relative to end post 522. Note that the predetermined distance is preferably between 100 mm and 200 mm.

[0046] Further, reinforcing rib 54 is horizontally disposed between corner post 532A and corner portion 55. Reinforcing rib 54 is formed in a flat plate shape, and multiple reinforcing ribs 54 are provided side by side in the height direction of railway car 8, similar to reinforcing rib 21 shown in FIG.

[0047] Even with the railway car 8 having the above configuration, even if an impact force F is applied to the front end body structure 52, the corner post 532A is positioned further rearward of the railway car 8 than the end post 522, so the timing at which the end post 522 receives the impact can be shifted from the timing at which the corner post 532A receives the impact. In other words, since the space between the end post 522 and the corner post 532A can be made a crushable zone, the impact force F applied to the front end body structure 52 can be absorbed and the generated reaction force can be mitigated.

[0048] As described above, according to the railway vehicle of this embodiment, (1) A railway vehicle 1 (8) having an underframe 11, a front end structure 12 (52) erected at an end of the underframe 11 in the track direction, and side structures 13 (53) erected at both ends of the underframe 11 in the sleeper direction, the front end structure 12 (52) comprising an end plate 121 (521) forming the leading surface of the railway vehicle 1 (8) and end pillars 122 (522) supporting the end plate 121 (521), the side structure 13 (53) comprising a side plate 131 (531) forming the side surface of the railway vehicle 1 (8) and a plurality of support pillars 122 (522) aligned in the track direction and supporting the side plate. In the railway vehicle 1 (8) consisting of the side pillars 132 (532), a corner pillar 132A (532A) which is located at a position among the side pillars 132 (532) closest to the front end structure 12 (52) is located on the rear side of the railway vehicle 1 (8) relative to the end pillars 122 (522) and at a predetermined distance from a corner 22 (55) where an end of the end panel 121 (521) in the sleeper direction and an end of the side panel 131 (531) on the side of the front end structure 12 (52) in the track direction intersect.

[0049] According to the railway vehicle 1 (8) described in (1), the end pillar 122 (522) and the corner pillar 132A (532A) are arranged at a distance in the track direction, so that when an impact force is applied to the front end body structure 12 (52), such as when colliding with an obstacle, the timing at which the end pillar 122 (522) receives the impact and the timing at which the corner pillar 132A (532A) receives the impact can be shifted. In other words, the space between the end pillar 122 (522) and the corner pillar 132A (532A) can be made a crushable zone, so that the impact applied to the front end body structure 12 (52) can be absorbed and the peak value of the generated reaction force can be mitigated.

[0050] In addition, by shifting the timing at which the end pillar 122 (522) receives impact from the timing at which the corner pillar 132A (532A) receives impact, the impact force is absorbed, so there is no need to reduce the strength of the end pillar 122 (522) and the corner pillar 132A (532A) compared to conventional ones, which makes it easier to ensure a survival zone in the crew compartment.

[0051] (2) In the railway vehicle 1 (8) described in (1), the specified distance is between 100 mm and 200 mm.

[0052] According to the railway vehicle 1 (8) described in (2), it is possible to ensure a crushable zone while maintaining sufficient strength of the car body 2.

[0053] The larger the crushable zone, the easier it is to absorb impact force. However, if the corner post 132A (532A) is located too far away from the corner 22 (55) where the end of the end plate 121 (521) in the sleeper direction and the end of the side plate 131 (531) on the front end body structure 12 (52) side in the track direction intersect in order to increase the crushable zone, the side plate 131 (531) between the corner 22 (55) and the corner post 132A (532A) cannot be supported sufficiently, and the strength of the car body 2 itself may be insufficient. Therefore, by setting the distance between the corner 22 (55) and the corner post 132A (532A) to between 100 mm and 200 mm, it is possible to ensure the crushable zone while maintaining sufficient strength of the car body 2.

[0054] (3) The railway vehicle 1(8) described in (1) or (2) is characterized in that a plurality of flat reinforcing ribs 21(55) are arranged in a row in the height direction of the railway vehicle 1(8) between the corner post 132A(532A) and the corner portion 22(55).

[0055] According to the railway car 1 (8) described in (3), a plurality of flat reinforcing ribs 21 (55) are provided between the corner post 132A (532A) and the corner portion 22 (55) in the height direction of the railway car 1 (8), so that it is possible to secure a crushable zone while adequately supporting the side plate 131 (531) between the corner portion 22 (55) and the corner post 132A (532A). In addition, by adjusting the plate thickness, cross-sectional dimensions, and number of reinforcing ribs 21 (55), it becomes easy to design the amount of energy absorbed during a collision and the reaction force generated to be adjusted to preferred values.

[0056] The above embodiment is merely an example and does not limit the present invention in any way. Therefore, the present invention can be improved and modified in various ways without departing from the scope of the present invention. For example, the end plate 121 has an opening 121a for a through passage, but the railway vehicle does not have a through passage, and the end plate may not have an opening.

[0057] The gable pillars do not necessarily have to be rectangular tubular shapes with a closed cross section. For example, they may have a U-shaped cross section like gable pillar 123A shown in Fig. 8(a) or a hat-shaped cross section like gable pillar 123B shown in Fig. 8(b), and when they are joined to the gable plate 121, the open parts of the U-shaped or hat-shaped cross section are closed to form a closed rectangle. The cross-sectional shapes of gable pillars 123A and 123B shown in Figs. 8(a) and (b) can also be applied to side pillars.

[0058] Furthermore, the cross section may be L-shaped like the end pillar 124A shown in FIG. 9(a), and one side of the cross section may be connected to the end plate 121. In addition, when the cross section is L-shaped, the end point of the side constituting the L may be abutted against the end plate 121 and connected like the end pillar 124B shown in FIG. 9(b). Furthermore, the cross section may be U-shaped like the end pillar 124C shown in FIG. 10, or Z-shaped like the end pillar 124D shown in FIG. 11, and only one side of the cross section may be connected to the end plate 121. The cross-sectional shapes of the end pillars 124A, 124B, 124C, and 124D shown in FIGS. 9 to 11 can also be applied to side pillars.

[0059] In addition, the division between the end body structure and the side body structure is essentially based on the final assembled state of the car body, and the assembly order of the individual parts before assembly is arbitrary. For example, in Fig. 4, the front of the railway car 8 is described as the end body structure 52 and the rear is described as the side body structure 53, with the corner portion 55 as the boundary, but this is not necessarily limited to this. For example, since the end pillar 522 and the corner pillar 532A are arranged with a distance in the track direction, the side plate of the side body structure may be divided into the front side and the rear side of the railway car at the corner of the corner pillar 532A, and when the car body is assembled, the front side may be assembled as the end body structure and the rear side may be assembled as the side body structure. [Explanation of symbols]

[0060] 1. Railway vehicles 11 Frame 12 Front end structure 13 Side structure 22 Corner 121 Wife board 122 Gable Pillar 131 Side Panel 132A Corner post

Claims

1. A railway vehicle having an underframe, a front end structure erected at an end of the underframe in the track direction, and side structures erected at both ends of the underframe in the sleeper direction, wherein the front end structure comprises an end plate forming the leading surface of the railway vehicle and end posts supporting the end plate, and the side structure comprises side plates forming the sides of the railway vehicle and a plurality of side posts aligned in the track direction and supporting the side plates, Among the side posts, a corner post that is located closest to the front end bodywork is located rearward of the end post and at a predetermined distance from a corner where an end of the end panel in a sleeper direction intersects with an end of the side panel on the front end bodywork side in a track direction; a plurality of flat reinforcing ribs for supporting the side plate between the corner post and the corner portion are arranged side by side in the height direction of the railway vehicle between the corner post and the corner portion; A railway vehicle characterized by:

2. 2. The railway vehicle according to claim 1, the predetermined distance is between 100 mm and 200 mm; A railway vehicle characterized by:

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