Railway vehicle

Abstract

To provide a railway vehicle which secures enough space for an installation of equipment components and makes the equipment components easily installed.SOLUTION: In a railway vehicle 1 which comprises a truck 16 to travel on a track 25, an underframe 11 supported by the truck 16, a cap beam 113 to constitute the underframe 11 on the truck 16, and a center pin 21 to transfer a tractional force in the track direction caused by traveling of the truck 16, to the underframe 11, the underframe 11 has a middle beam 114 extending in parallel to the track direction at a midship part in a sleeper direction, the center pin 21 is connected to the middle beam 114, the underframe 11 has a rigging space 117A, 117B opening toward outside of the underframe 11 in a neighborhood of the cap beam 113, on a lower face in a track 25 side or on an upper face in an opposite side against the track 25 side.SELECTED DRAWING: Figure 3

Description

Technical Field

[0001] The present invention relates to a railway vehicle including a bogie for traveling on a track, a frame supported by the bogie, a bolster forming the frame above the bogie, and a transmission member for transmitting a tractive force in the track direction generated by the traveling of the bogie to the frame.

Background Art

[0002] Railway vehicles such as commuter trains, express trains, and Shinkansen trains are provided with a frame that forms the lower surface of the vehicle body, as shown in Patent Document 1. For example, a frame 200 having a configuration as shown in FIG. 23 is used for a railway vehicle according to the prior art. Note that FIG. 23 shows one end (for example, the leading end of the railway vehicle) of both ends of the frame 200 in the track direction. FIG. 24 is a cross-sectional view taken along the line O-O of FIG. 23, and FIG. 25 is a cross-sectional view taken along the line P-P of FIG. 23.

[0003] The underframe 200 is formed in a rectangular shape and has a longitudinal direction in the track direction. Also, both ends of the underframe 200 in the track direction are formed by end beams 201. A pair of side beams 202 provided along the track direction are coupled to both ends of the end beams 201 in the sleeper direction. And, at a position of the underframe 200 directly above the bogie 16 (see FIG. 24), a bolster 203 spans across the pair of side beams 202. At the center of the bolster 203 in the sleeper direction, a center pin 21 is coupled. This center pin 21 is a member for transmitting the tractive force in the track direction when the bogie 16 travels, or the braking force when braking is applied, from the bogie 16 to the underframe 200 (hereinafter, the forces transmitted from the bogie 16 to the underframe 200 such as the tractive force and the braking force are collectively referred to as the tractive force). Also, at both ends of the bolster 203 in the sleeper direction, the bolster springs 18 of the bogie 16 are positioned, and the bogie 16 supports the underframe 200 by these bolster springs 18. Also, between the center of the end beam 201 in the sleeper direction and the center of the bolster 203 in the sleeper direction, a pair of center beams 204 span across. At the end of the lower surface (the surface on the track side) of this center beam 204 on the side of the end beam 201, a coupler 19 for connecting adjacent railway vehicles is coupled. Further, the underframe 200 is surrounded by the end beam 201, the side beam 202, the bolster 203, and the center beam 204, and includes a structural floor 205 coupled to each beam. As shown in FIG. 25, this structural floor 205 is an extruded shape having a truss-shaped cross section, and the extrusion direction is arranged parallel to the track direction.

[0004] When the bogie 16 travels on the above-described underframe 200, various loads such as the tractive force in the track direction (hereinafter referred to as the tractive force of the bogie 16), the reaction force of the load when the bogie 16 is supported by the bolster springs 18 (hereinafter referred to as the reaction force of the bolster springs 18), and the load transmitted from an adjacent railway vehicle via the coupler 19 (hereinafter referred to as the load of the coupler 19) are applied. And, among the beams constituting the underframe 200, these loads are particularly often applied to the bolster 203.

[0005] For example, the tractive force of the carriage 16 is loaded on the bolster 203 by the center pin 21. After the tractive force is loaded on the bolster 203, as shown in Fig. 26(b), it is transmitted to the end beam 201 via the center beam 204 (see arrow F71), and further transmitted from the end beam 201 to the side beam 202 (see arrow F72). In addition, it is directly transmitted from the bolster 203 to the side beam 202 (see arrow F81).

[0006] Also, for example, the reaction force of the pillow spring 18 is loaded on the bolster 203 by the pillow spring 18 as shown by the arrow F91 in Fig. 27(b).

[0007] Also, for example, the load of the coupler 19 is loaded on the bolster 203 along the center beam 204 as shown by the arrow F101 in Fig. 28(b). After the load is loaded on the bolster 203, it is further transmitted to the side beam 202 as shown by the arrow F102.

[0008] Since there are many cases where loads are applied to the bolster 203 as described above, the bolster 203 must be able to withstand the loads. Therefore, the bolster 203 is generally made a large and strong structure compared to the other beams constituting the underframe 200, for example, by setting the width dimension in the track direction to about 800 mm or the thickness dimension to about 200 mm to have a uniform thickness as a whole.

Prior Art Documents

Patent Documents

[0009]

Patent Document 1

Patent Document 2

Summary of the Invention

Problems to be Solved by the Invention

[0010] However, the above prior art had the following problems. Conventionally, it is common to arrange outfitting components such as wiring, piping, and ducts on the lower surface of the underframe 200. However, as described above, since the bolster 203 is a large and robust structure, the space sandwiched between the bolster 203 and the bogie 16 has a narrow gap, making it difficult to provide sufficient space for arranging the outfitting components. For example, taking Fig. 24 as an example, the space between the bolster 203 and the bogie 16 is a buffer space when the underframe 200 sinks downward due to passengers boarding the railway vehicle and the pillow spring 18 deflects, so it cannot be used for arranging the outfitting components.

[0011] Since it is difficult to provide sufficient space for arranging the outfitting components as described above, for arranging the outfitting components, for example, it is also conceivable to provide holes penetrating the bolster 203 in the track direction in the bolster 203 and pass the wiring and piping through the holes. However, there is a concern about a decrease in the strength of the bolster 203 due to the penetration of the holes. In addition, the processing for penetrating the holes and the work of passing the wiring and piping through the holes are not easy, and the manufacturing cost increases. Further, Patent Document 2 discloses a vehicle body structure in which wiring and piping are passed through the inside of the center sill intersecting with the bolster, but there is also a problem that the work of passing the wiring and piping through the inside of the center sill is not easy and the manufacturing cost increases.

[0012] The present invention is for solving the above problems, and an object thereof is to provide a railway vehicle that can secure sufficient space for arranging outfitting components and is easy to arrange the outfitting components.

Means for Solving the Problems

[0013] In order to solve the above problems, the railway vehicle of the present invention has the following configuration. (1) In a railway vehicle comprising a bogie for traveling on a track, a frame supported by the bogie, a sill beam extending in the sleeper direction above the bogie and constituting the frame, and a transmission member for transmitting a tractive force in the track direction generated by the running of the bogie to the frame, the frame has a center beam extending parallel to the track direction at the center in the sleeper direction; the frame includes end beams at both ends in the track direction, a pair of side beams each coupled to both ends in the sleeper direction of the end beam and extending along the track direction, and a cross beam extending parallel to the sill beam on the center side of the railway vehicle with respect to the sill beam in the track direction and spanning the pair of side beams; at least a part of the center beam penetrates the sill beam in the track direction, one end of the two ends of the center beam in the track direction is coupled to the end beam, and the other end is coupled to the cross beam; the transmission member is coupled to the lower surface of the part of the center beam penetrating the sill beam; the center beam transmits the tractive force loaded on the center beam by the transmission member to the pair of side beams via the cross beam; and the frame has an outfitting space opened to the outside of the frame on the lower surface on the track side near the sill beam. The bolster has a stepped portion that sandwiches, from both sides in the sleeper direction, the portion of the center sill that passes through the bolster, and is recessed from the lower surface on the track side of the center sill. The fitting space is formed by the stepped portion. Characterized by.

[0015] (3) In a railway vehicle including a bogie for traveling on a track, a frame supported by the bogie, a bolster that extends in the sleeper direction above the bogie and constitutes the frame, and a transmission member that transmits the tractive force in the track direction generated by the running of the bogie to the frame, the frame has a center sill that extends parallel to the track direction at the central portion in the sleeper direction. The transmission member is coupled to the center sill. The frame includes end beams at both ends in the track direction, a pair of side beams that are coupled to both ends of each end beam in the sleeper direction and extend along the track direction, and a cross beam that extends parallel to the bolster on the center side of the railway vehicle with respect to the bolster in the track direction and spans the pair of side beams. One end of the two ends of the center sill in the track direction is coupled to the end beam, and the other end is coupled to the cross beam, so that the center sill transmits the tractive force loaded on the center sill by the transmission member to the pair of side beams via the cross beam. The frame has a fitting space that is open to the outside of the frame on the lower surface on the track side in the vicinity of the bolster. The sill beam extends from each of both ends in the sleeper direction of the frame toward the center beam; a gap is provided between the sill beam and the center beam; and the outfitting space is formed by the gap. Characterized by.

Advantages of the Invention

[0016] According to the railway vehicle of the present invention, since a transmission member (for example, a center pin) that transmits the tractive force of the bogie in the track direction to the underframe is coupled to the center sill that extends parallel to the track direction, the tractive force of the bogie is loaded on the center sill. Therefore, the load on the bolster is reduced compared to the conventional case. If the load on the bolster is reduced, it is not necessary to make the bolster a large and strong structure like the conventional bolster. Therefore, for example, like the railway vehicle described in (2), the bolster may have a stepped portion that is recessed from the lower surface on the track side of the center sill or the upper surface on the side opposite to the track side, or like the railway vehicle described in (3), there may be a gap between the bolster and the center sill. By doing so, a fitting space can be provided in the underframe using the stepped portion or the gap. By providing a fitting space, sufficient space for arranging fitting parts can be secured. Note that a structural floor or the like may be arranged in the above gap, and the bolster and the center sill may be connected via the structural floor. Even in this case, since the center sill receives the load of the tractive force of the bogie, it is not necessary to make the structural floor large and strong, and the proportion of the gap occupied by the structural floor can be minimized. Therefore, sufficient space for arranging fitting parts can be secured. In addition, since the fitting space is open to the outside of the underframe, it is easy to arrange fitting parts.

Brief Description of the Drawings

[0017]

Figure 1

Figure 2

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Figure 8

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Figure 11

Figure 12

Figure 13

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Figure 15

Figure 16

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Figure 22

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Figure 28

Embodiments for Carrying Out the Invention

[0018] (First Embodiment) An embodiment of a railway vehicle according to the present invention will be described in detail with reference to the drawings. FIG. 1 is a side view of a railway vehicle 1 according to the first embodiment. In FIG. 1, a part of the bogie on the side of the coupler structure 15 and the car body 2 is omitted.

[0019] The railway vehicle 1 is, for example, a commuter vehicle capable of running on a track 25, and as shown in FIG. 1, is composed of a car body 2 and a bogie 16 that supports the car body 2.

[0020] The car body 2 is configured to form a hexahedron by an underframe 11 that constitutes a floor portion, a front coupler structure 12 that stands at one end of the underframe 11 in the track direction to form the front end portion of the car body 2, a coupler structure 15 that stands at the other end of the underframe 11 to form the connection portion of the car body 2, side structures 13 that stand at both ends of the underframe 11 in the sleeper direction to form the side surfaces of the car body 2, and a roof structure 14 that is arranged at the upper ends of the front coupler structure 12, the coupler structure 15, and the side structures 13 to form the roof of the car body 2. And the car body 2 is supported by a bogie 16 having wheels 17 via pillow springs 18.

[0021] The bogie 16 can run on the track 25 by the driven wheels 17, thereby pulling the car body 2. Further, the side structure 13 is provided with a crew access port 20A leading to the crew's cabin, a passenger access port 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 from the front coupler structure 12 and the coupler structure 15, and it is possible to connect adjacent railway vehicles to each other.

[0022] The structure of the underframe 11 of the railway vehicle 1 as described above will be explained below. FIG. 2 is a plan view of the underframe 11 according to the first embodiment. FIG. 3 is a sectional view taken along line A-A of FIG. 2. FIG. 4 is a sectional view taken along line B-B of FIG. 2. FIG. 5 is a sectional view taken along line AA-AA of FIG. 2. FIG. 6 is a sectional view taken along line AB-AB of FIG. 2. Note that FIG. 2 shows one end (for example, the end on the side of the front sill structure 12) of both ends of the underframe 11 in the track direction. However, the other end (for example, the end on the side of the coupler sill structure 15) has the same structure.

[0023] As shown in FIG. 2, the underframe 11 is formed in a rectangular shape and has a longitudinal direction in the track direction. Both ends of the underframe 11 in the track direction are formed by end beams 111. A pair of side beams 112 provided along the track direction are coupled to both ends of the end beams 111 in the sleeper direction. And at the position of the underframe 11 directly above the bogie 16 (see FIG. 3), a bolster 113 spans across the pair of side beams 112. The bogie springs 18 of the bogie 16 are located at both ends of the bolster 113 in the sleeper direction, and the bogie 16 supports the underframe 11 (and thus the car body 2) by these bogie springs 18.

[0024] The bolster 113 is formed, for example, as shown in FIG. 5, by stacking three flat and extruded members with a harmonic cross-section on top of each other vertically and joining them. The extrusion direction of these extruded members is parallel to the sleeper direction. Further, as shown in FIG. 3, the bolster 113 has a recess 113a (an example of a stepped portion) drilled from the central portion in the sleeper direction of the lower surface (the surface on the side of the track 25) toward the upper surface (the surface opposite to the side of the track 25). As shown in FIG. 6, this recess 113a is provided by cutting a part of the three stacked extruded members (for example, in FIG. 6, the lower two of the three extruded members), and is formed to have a depth of about one-third to one-half of the thickness of the bolster 113. Note that the thickness of the bolster 113 at the portion supported by the pillow spring is about the same as that of the conventional one (about 200 mm). Further, as shown in FIG. 2, the length of the recess 113a in the sleeper direction is set to a length that does not overlap with the pillow spring 18, and the thickness of the portion of the bolster 113 supported by the pillow spring 18 of the bolster 113 is ensured to be about the same as that of the conventional bolster 203. Note that the extruded member constituting the bolster 113 is not limited to a harmonic cross-section, and a truss-shaped extruded member may be used. Further, although the above-described bolster 113 is configured by joining extruded members, it is not limited thereto, and it may be configured as a single structure.

[0025] Further, the underframe 11 has a cross beam 119 that receives a load in the track direction such as a traction force on the side of the bolster 113 in FIG. 2 opposite to the end beam 111 (that is, on the center side of the vehicle with respect to the bolster 113) and transmits it to the pair of side beams 112 (details will be described later), and the cross beam 119 horizontally spans the pair of side beams 112 in parallel with the bolster 113.

[0026] Further, the underframe 11 has a pair of center beams 114 extending parallel to the track direction at the central portion in the sleeper direction. The center beams 114 are arranged to intersect the bolster 113, one end of which is joined to the central portion in the sleeper direction of the end beam 111, and the other end of which is joined to the central portion in the sleeper direction of the cross beam 119. At each of the locations where the center beam 114 is joined to the end beam 111, the location where the center beam 114 is joined to the cross beam 119, and the locations where both ends of the cross beam 119 are joined to the side beams 112, a strong joining state is ensured by the reinforcing member 118.

[0027] At the intersection of the center sill 114 and the bolster 113, there is a recess 114a (see FIGS. 3 and 6) drilled from the upper surface (the surface opposite to the track 25 side) toward the lower surface (the surface on the track 25 side). The recess 113a of the bolster 113 and the recess 114a of the center sill 114 are engaged and joined together. As a result, the recess 113a of the bolster 113 becomes a stepped portion recessed more than the lower surface of the center sill 114 as shown in FIG. 3. And this stepped portion (recess 113a) is partitioned into two in the sleeper direction by the center sill 114, and the respective spaces thus partitioned are the outfitting spaces 117A and 117B formed on the lower surface (the surface on the track 25 side) of the underframe 11. In these outfitting spaces 117A and 117B, outfitting parts 22 such as wiring and piping are arranged, for example.

[0028] The outfitting spaces 117A and 117B are open to the outside of the underframe 11. That is, the outfitting spaces 117A and 117B are in a state of opening downward in FIG. 3. For this reason, when arranging the outfitting parts 22, they can be arranged from the lower side of the outfitting spaces 117A and 117B. The work for this arrangement is easier than the work of passing wiring through a hole penetrating the bolster in the track direction.

[0029] At the location on the lower surface of the center sill 114 that faces the bogie 16, a center pin 21 is joined. This center pin 21 is a transmission member that transmits the tractive force in the track direction caused by the bogie 16 running on the track 25 to the underframe 11. Further, a coupler 19 is joined to the end of the lower surface of the center sill 114 on the side of the end sill 111.

[0030] Further, as shown in FIG. 2, the underframe 11 is surrounded by end beams 111, side beams 112, bolster beams 113, and center beams 114, and includes a structural floor 115 coupled to each beam. As shown in FIG. 4, this structural floor 115 is a double-skin extruded profile having a truss-shaped cross section, and the extrusion direction is arranged parallel to the track direction. Further, as shown in FIG. 2, the underframe 11 is surrounded by cross beams 119, side beams 112, bolster beams 113, and center beams 114, and includes a structural floor 116 coupled to each beam. This structural floor 116 is, like the structural floor 115, a double-skin extruded profile having a truss-shaped cross section, and the extrusion direction is arranged parallel to the track direction. The positions of the upper surfaces of these structural floors 115 and 116 in the height direction of the railway vehicle are made to coincide with the position of the upper surface of the bolster beam 113.

[0031] On the underframe 11 having the above-described configuration, various loads are applied, such as a tractive force in the track direction (hereinafter referred to as the tractive force of the bogie 16) when the bogie 16 travels on the track 25, a reaction force of the load when the bogie 16 supports the underframe 11 by the pillow springs 18 (hereinafter referred to as the reaction force of the pillow springs 18), and a load transmitted from an adjacent railway vehicle via the coupler 19 (hereinafter referred to as the load of the coupler 19). However, compared with the underframe according to the prior art (for example, the underframe 200 shown in FIG. 23), the load applied to the bolster beam 113 is reduced. This will be described in detail below with reference to FIGS. 26 to 28. FIG. 26(a) is a diagram showing the transmission path of the tractive force of the bogie 16 in the underframe 11. FIG. 26(b) is a diagram showing the transmission path of the tractive force of the bogie 16 in the underframe 200. FIG. 27(a) is a diagram showing the transmission path of the reaction force of the pillow springs 18 in the underframe 11. FIG. 27(b) is a diagram showing the transmission path of the reaction force of the pillow springs 18 in the underframe 200. FIG. 28(a) is a diagram showing the transmission path of the load of the coupler 19 in the underframe 11. FIG. 28(b) is a diagram showing the transmission path of the load of the coupler 19 in the underframe 200.

[0032] First, the tractive force of the bogie 16 will be described. The tractive force of the bogie 16 is applied to the underframe 11 by the center pin 21, whereby the railway vehicle 1 can travel along the track 25.

[0033] In the underframe 11, since the center pin 21 is coupled to the center sill 114, the tractive force of the bogie 16 is first applied to the center sill 114. Then, as shown in Fig. 26(a), the tractive force of the bogie 16 applied to the center sill 114 is transmitted to the end sill 111 via the center sill 114 and also transmitted to the cross sill 119 (see arrow F11 and arrow F21). Further, it is transmitted from the end sill 111 to the side sill 112 (see arrow F12), and from the cross sill 119 to the side sill 112.

[0034] On the other hand, in the underframe 200 according to the prior art, since the center pin 21 is coupled to the bolster 203, the tractive force of the bogie 16 is first applied to the bolster 203. Then, as shown in Fig. 26(b), the tractive force of the bogie 16 applied to the bolster 203 is transmitted to the end sill 201 via the center sill 204 (see arrow F71), and further transmitted from the end sill 201 to the side sill 202 (see arrow F72). In addition, it is directly transmitted from the bolster 203 to the side sill 202 (see arrow F81).

[0035] As described above, the tractive force of the bogie 16 is directly applied to the bolster 203 of the conventional underframe 200, while the tractive force of the bogie 16 is not directly applied to the bolster 113 of the underframe 11 of the present embodiment.

[0036] Next, the reaction force of the pillow spring 18 will be described. Since the bogie 16 supports the underframe 11 (and thus the car body 2) by the pillow spring 18, the mass of the underframe 11 (car body 2) is constantly applied to the pillow spring 18. Therefore, the reaction force of the pillow spring 18 is always in a state of being applied to the underframe 11. Further, when passengers board the railway vehicle and the underframe 11 sinks downward and the pillow spring 18 deflects, a stronger reaction force of the pillow spring 18 is applied to the underframe 11.

[0037] In the underframe 11, since the pillow spring 18 is located at both ends of the bolster 113 in the sleeper direction and supports the underframe 11, the reaction force of the pillow spring 18 is applied from the pillow spring 18 to the bolster 113 as shown in Fig. 27(a) (see arrow F31).

[0038] On the other hand, in the underframe 200 according to the prior art, similar to the underframe 11, the bolster springs 18 are located at both ends of the bolster 203 in the sleeper direction and support the underframe 200. Therefore, the reaction force of the bolster springs 18 is loaded from the bolster springs 18 to the bolster 203 as shown in Fig. 27(b) (see arrow F91).

[0039] As described above, regarding the reaction force of the bolster springs 18, it is invariably loaded onto the bolsters 203 and 113 in both the conventional underframe 200 and the underframe 11 of the present embodiment.

[0040] Next, the load on the coupler 19 will be described. When the railway vehicle 1 is connected to an adjacent railway vehicle by the coupler 19 and is pulled by the adjacent railway vehicle, the load on the coupler 19 is loaded onto the underframe 11.

[0041] In the underframe 11, since the coupler 19 is coupled to the center sill 114, the load on the coupler 19 is first loaded onto the center sill 114. Since the end of the center sill 114 on the side opposite to the side where the coupler 19 is coupled is coupled to the cross sill 119, the load on the coupler 19 loaded onto the center sill 114 is loaded onto the cross sill 119 through the center sill 114 as shown in Fig. 28(a) (see arrow F41), and further transmitted from the cross sill 119 to the side sill 112 (see arrow F42). Also, a part of the load on the coupler 19 is transmitted from the end sill 111 to the side sill 112 (see arrow F51).

[0042] On the other hand, in the underframe 200 according to the prior art, since the coupler 19 is coupled to the center sill 204, the point that the load on the coupler 19 is first loaded onto the center sill 204 is the same as that of the underframe 11. However, since the end of the center sill 204 on the side opposite to the side where the coupler 19 is coupled is coupled to the bolster 203, which is a considerably stronger structure compared to the end sill 201, the load on the coupler 19 loaded onto the center sill 204 is loaded onto the bolster 203 through the center sill 204 as shown in Fig. 28(b) (see arrow F101). Thereafter, it is further transmitted from the bolster 203 to the side sill 202 (see arrow F102).

[0043] As described above, while the coupler 19 load is applied to the bolster 203 of the conventional underframe 200, it is difficult for the coupler 19 load to be applied to the bolster 113 of the underframe 11 of the present embodiment.

[0044] As described above, the bolster 113 of the underframe 11 is not directly loaded with the tractive force of the bogie 16 as compared with the prior art, and furthermore, it is difficult for the coupler 19 load to be applied. Although the point where the reaction force of the pillow spring 18 is applied is the same as in the prior art, as described above, the burden of the load in the track direction such as the tractive force and the coupler 19 load is small, and it can be said that the load applied to the bolster 113 is reduced as compared with the prior art. Therefore, it is not necessary to make the bolster 113 a large and strong structure like the conventional bolster 203. For example, as shown in the present embodiment, a recess 113a can be provided in the bolster 113. Thereby, fitting spaces 117A and 117B can be provided in the underframe 11. With these fitting spaces 117A and 117B, sufficient space for arranging the fitting parts 22 can be secured. Further, since the fitting spaces 117A and 117B are provided, as shown in FIG. 4, the fitting parts 22 such as wiring and piping arranged below the structural floor 115 and extending in the track direction can be extended in a straight line through the fitting spaces 117A and 117B without detouring around the bolster 113 as shown in FIG. 3. Therefore, the work of arranging the fitting parts 22 is also facilitated.

[0045] (First Modification of the First Embodiment) A modification of the underframe 11 of the railway vehicle 1 will be described. FIG. 7 is a plan view of an underframe 50 according to a first modification of the first embodiment. FIG. 8 is a cross-sectional view taken along line C-C of FIG. 7. FIG. 9 is a cross-sectional view taken along line D-D of FIG. 7. Note that FIG. 7 shows one end (for example, the end on the front sill structure 12 side) of both ends of the underframe 50 in the track direction. However, the other end (for example, the end on the coupler sill structure 15 side) also has the same configuration. Also, the same reference numerals are given to the same components as in the first embodiment, and detailed description thereof is omitted (the same applies to subsequent modifications and embodiments).

[0046] As shown in Fig. 7, the underframe 50 is formed in a rectangular shape and has a longitudinal direction in the track direction. The end beams 111, the side beams 112, and the cross beam 119 have the same configuration as the underframe 11 (see Fig. 2).

[0047] Further, the underframe 50 has a pair of center beams 504 extending parallel to the track direction at the central part in the sleeper direction. One end of the center beam 504 is connected to the central part of the end beam 111 in the sleeper direction, and the other end is connected to the central part of the cross beam 119 in the sleeper direction. And this center beam 504 has a uniform cross-sectional shape from the end on the end beam 111 side to the end on the cross beam 119 side. At the position where the center beam 504 faces the bogie 16 on the lower surface, the center pin 21 is connected. Further, a coupler 19 is connected to the end of the lower surface of the center beam 504 on the end beam 111 side.

[0048] Also, as shown in Fig. 8, at the position where the underframe 50 hits directly above the bogie 16, a bolster spans across the pair of side beams 112 and intersects with the center beam 504. This bolster is divided into a bolster 502 and a bolster 503 at the part where it intersects with the center beam 504. And the respective ends of the bolster 502 and the bolster 503 on the side opposite to the side beam 112 side are connected to the center beam 504, so that the bolster 502 and the bolster 503 are in a state of spanning across the pair of side beams 112 via the center beam 504. Below each of the bolster 502 and the bolster 503, the bolster springs 18 of the bogie 16 are located, and the bogie 16 supports the underframe 50 by these bolster springs 18.

[0049] The bolster beams 502 and 503 have notches 502a and 503a (an example of a stepped portion) that are drilled from the lower surface (the surface of the track 25) toward the upper surface (the surface opposite to the track 25 side) at the ends on the side of the center beam 504. These notches 502a and 503a are formed to have a depth of about one-third to one-half of the thickness of the bolster beams 502 and 503. Note that the thickness of the bolster beams 502 and 503 at the portions supported by the pillow springs 18 is about the same as that of the conventional ones (about 200 mm). Also, as shown in FIG. 7, the length of the notches 502a and 503a in the sleeper direction is set such that they do not overlap with the pillow springs 18, and the thickness of the portions of the bolster beams 502 and 503 supported by the pillow springs 18 ensures about the same thickness as that of the conventional bolster beam 203.

[0050] As shown in FIG. 8, the above-mentioned notches 502a and 503a are stepped portions recessed from the lower surface of the center beam 504. And this stepped portion (notches 502a and 503a) forms fitting spaces 507A and 507B on the lower surface (the surface on the track 25 side) of the underframe 50. Fitting parts 22 such as wiring and piping are arranged in these fitting spaces 507A and 507B.

[0051] The fitting spaces 507A and 507B are open to the outside of the underframe 50. That is, the fitting spaces 507A and 507B are in a state of opening downward in FIG. 8. For this reason, when arranging the fitting parts 22, they can be arranged from the lower side of the fitting spaces 507A and 507B. This work for arranging is easier than the work of passing wiring through holes penetrating the bolster beam in the track direction.

[0052] Also, as shown in Fig. 7, the underframe 50 is surrounded by the end beams 111, side beams 112, bolster beams 502 (or bolster beams 503), and center beam 504, and is provided with a structural floor 115 coupled to each beam. As shown in Fig. 9, this structural floor 115 is a double-skin extruded profile having a truss-shaped cross-section, and the extrusion direction is arranged parallel to the track direction. Further, as shown in Fig. 7, the underframe 50 is surrounded by the cross beams 119, side beams 112, bolster beams 502 (or bolster beams 503), and center beam 504, and is provided with a structural floor 116 coupled to each beam. This structural floor 116 is, like the structural floor 115, a double-skin extruded profile having a truss-shaped cross-section, and the extrusion direction is arranged parallel to the track direction. The positions in the height direction of the upper surfaces of these structural floors 115 and 116 coincide with the positions of the upper surfaces of the bolster beams 502 and 503.

[0053] Even with the underframe 50 having the above configuration, similar to the underframe 11, the tractive force of the bogie 16 and the load on the coupler 19 are first applied to the center beam 504, so there is no need to make the bolster beam a large and strong structure like the conventional bolster beam 203. Therefore, it is possible to provide notches 502a and 503a after dividing the bolster beams like the bolster beams 502 and 503, and thereby provide outfitting spaces 507A and 507B. With these outfitting spaces 507A and 507B, sufficient space can be secured for arranging the outfitting parts 22.

[0054] (Second Modification of the First Embodiment) A modification of the underframe 11 of the railway vehicle 1 will be described. Fig. 10 is a plan view of an underframe 60 according to the second modification of the first embodiment. Fig. 11 is a cross-sectional view taken along line E-E of Fig. 10. Fig. 12 is a cross-sectional view taken along line F-F of Fig. 10. Note that Fig. 10 shows one end (for example, the end on the front side sill structure 12 side) of both ends of the underframe 60 in the track direction. However, the other end (for example, the end on the coupler side sill structure 15 side) also has a similar configuration.

[0055] As shown in Fig. 10, the underframe 60 is formed in a rectangular shape and has a longitudinal direction in the track direction. The end beams 111, side beams 112, and cross beams 119 have the same configuration as the underframe 11 (see Fig. 2).

[0056] Further, the underframe 60 has a pair of center beams 604 extending parallel to the track direction at the central portion in the sleeper direction. This center beam 604 is the same as the center beam 504 of the underframe 50 (see Fig. 7), and the center pin 21 and the coupler 19 are coupled thereto in the same manner as the center beam 504.

[0057] Also, as shown in Fig. 11, at the position of the underframe 60 directly above the bogie 16, a bolster spans across the pair of side beams 112 and intersects the center beam 604. This bolster is divided into a bolster 602 and a bolster 603 at the portion where it intersects the center beam 604. And the respective end portions of the bolster 602 and the bolster 603 on the side opposite to the side beam 112 side are coupled to the center beam 604, so that the bolster 602 and the bolster 603 are in a state of spanning across the pair of side beams 112 via the center beam 604. Below each of the bolster 602 and the bolster 603, the bolster springs 18 of the bogie 16 are positioned, and the bogie 16 supports the underframe 60 by these bolster springs 18.

[0058] The bolsters 602 and 603 are formed to be thinner than the bolster 203 of the conventional underframe 200, and their thickness is, for example, about half to two-thirds of that of the conventional underframe 200. In addition to this, since the positions of the lower end surfaces of the bolsters 602 and 603 are the same as those of the bolster 113 and the bolsters 502 and 503, stepped portions 602a and 603a are formed where the upper surfaces of the bolsters 602 and 603 are recessed from the upper surface of the center beam 604. By these stepped portions 602a and 603a, a fitting space 607A and a fitting space 607B are formed on the upper surface of the underframe 60 (the surface opposite to the track 25 side). And in these fitting spaces 607A and 607B, as fitting components, for example, ducts 23 used for air conditioning equipment are arranged.

[0059] The fitting spaces 607A and 607B are open to the outside of the underframe 60. That is, they are in an open state upward in FIG. 11 of the fitting spaces 607A and 607B. Therefore, when arranging the duct 23, it can be arranged from the upper side of the fitting spaces 607A and 607B. The work for this arrangement is easier than the work of passing wiring through a hole penetrating the bolster in the track direction.

[0060] Also, as shown in FIG. 10, the underframe 60 is surrounded by the end beam 111, the side beam 112, the bolster 602 (or bolster 603), and the center beam 604, and includes a structural floor 115 coupled to each beam. As shown in FIG. 12, this structural floor 115 is an extruded member with a double-skin having a truss-shaped cross section, and the extrusion direction is arranged parallel to the track direction. Further, as shown in FIG. 10, the underframe 60 is surrounded by the cross beam 119, the side beam 112, the bolster 602 (or bolster 603), and the center beam 604, and includes a structural floor 116 coupled to each beam. This structural floor 116, similar to the structural floor 115, is an extruded member with a double-skin having a truss-shaped cross section, and the extrusion direction is arranged parallel to the track direction. The positions of the upper surfaces of these structural floors 115 and 116 in the height direction of the railway vehicle are made to coincide with the positions of the upper surfaces of the bolsters 602 and 603.

[0061] Even with the underframe 60 having the above configuration, similar to the underframes 11 and 50, the traction force of the bogie 16 and the load of the coupler 19 are first loaded on the center beam 604. Therefore, it is not necessary to make the bolster a large and strong structure like the conventional bolster 203. Thus, it can be formed thinner than before after being divided like the bolsters 602 and 603, and thereby the fitting spaces 607A and 607B can be provided. With these fitting spaces 607A and 607B, sufficient space for arranging the duct 23 can be secured.

[0062] Note that although the bolster beams 602 and 603 of the underframe 60 form the fitting spaces 607A and 607B by being formed with a reduced thickness as a whole, it is not necessarily required to be formed with a reduced thickness as a whole. For example, at the end portions of the bolster beams 602 and 603 on the side of the center beam 604, notches may be formed extending from the upper surface (the surface opposite to the side of the track 25) toward the lower surface (the surface on the side of the track 25 in FIG. 11), and the fitting spaces may be formed by the notches.

[0063] As described above, the railway vehicle 1 of the first embodiment (1) In the railway vehicle 1 including a bogie 16 for traveling on a track 25, an underframe 11 (50, 60) supported by the bogie 16, bolster beams 113 (502, 503, 602, 603) constituting the underframe 11 (50, 60) above the bogie 16, and a transmission member (for example, a center pin 21) for transmitting the tractive force in the track direction due to the traveling of the bogie 16 to the underframe 11 (50, 60), the underframe 11 (50, 60) has a center beam 114 (504, 604) extending parallel to the track direction at the central portion in the sleeper direction, the transmission member (for example, the center pin 21) is coupled to the center beam 114 (504, 604), and the underframe 11 (50, 60) has fitting spaces 117A, 117B (507A, 507B, 607A, 607B) opened to the outside of the underframe 11 (50, 60) on the lower surface on the side of the track 25 or the upper surface on the side opposite to the side of the track 25 in the vicinity of the bolster beams 113 (502, 503, 602, 603).

[0064] In the railway vehicle 1 described in (2)(1), the bolster 113 (502, 503, 602, 603) and the center sill 114 (504, 604) are provided so as to intersect. The bolster 113 (502, 503, 602, 603) has a stepped portion (for example, recess 113a, or notch portions 502a, 503a, or stepped portions 602a, 603a) recessed from the lower surface on the side of the track 25 of the center sill 114 (504, 604), or the upper surface on the side opposite to the side of the track 25, at least in the vicinity of the portion where it intersects with the center sill 114 (504, 604). The outfitting spaces 117A, 117B (507A, 507B, 607A, 607B) are formed by the stepped portion (recess 113a or notch portions 502a, 503a or stepped portions 602a, 603a).

[0065] According to the railway vehicle 1 of the first embodiment, since a transmission member (for example, the center pin 21) that transmits the tractive force of the bogie 16 in the track direction to the underframe 11 (50, 60) is coupled to the center sill 114 (504, 604) that extends parallel to the track direction, the tractive force of the bogie 16 is loaded on the center sill 114 (504, 604). Therefore, the load on the bolster 113 (502, 503, 602, 603) is reduced compared to the conventional case. If the load on the bolster 113 (502, 503, 602, 603) is reduced, it is not necessary to make the bolster 113 (502, 503, 602, 603) a large and strong structure like the conventional bolster 203. Therefore, for example, like the railway vehicle 1 described in (2), the bolster can have a stepped portion (recessed portion 113a or notch portions 502a, 503a or stepped portions 602a, 603a) that is recessed from the lower surface on the track 25 side of the center sill 114 (504, 604) or the upper surface on the side opposite to the track 25 side. By doing so, fitting spaces 117A, 117B (507A, 507B, 607A, 607B) can be provided in the underframe 11 (50, 60) using the stepped portion (recessed portion 113a or notch portions 502a, 503a or stepped portions 602a, 603a). By providing the fitting spaces 117A, 117B (507A, 507B, 607A, 607B), sufficient space for arranging the fitting parts 22 (or ducts 23) can be secured. Further, since the fitting spaces 117A, 117B (507A, 507B, 607A, 607B) are open to the outside of the underframe 11 (50, 60), it is easy to arrange the fitting parts 22 (or ducts 23).

[0066] (Second Embodiment) The second embodiment of the railway vehicle according to the present invention will be described in detail with reference to the drawings. The configuration of the railway vehicle according to the second embodiment is the same as that of the railway vehicle 1 (see FIG. 1) according to the first embodiment, except that the floor portion of the vehicle body 2 is constituted by the underframe 70.

[0067] The configuration of the underframe 70 will be described below. FIG. 13 is a plan view of the underframe 70 according to the second embodiment. FIG. 14 is a sectional view taken along line G-G of FIG. 13. FIG. 15 is a sectional view taken along line H-H of FIG. 11. Note that FIG. 13 shows one end (for example, the end on the front girder structure 12 side) of both ends of the underframe 70 in the track direction. However, the other end (for example, the end on the connecting girder 15 side) has the same configuration.

[0068] As shown in FIG. 13, the underframe 70 is formed in a rectangular shape and has a longitudinal direction in the track direction. The end beams 111, the side beams 112, and the cross beams 119 have the same configuration as the underframe 11 according to the first embodiment (see FIG. 2).

[0069] Further, the underframe 70 has a pair of center beams 704 extending in parallel with the track direction at the central portion in the sleeper direction. This center beam 704 is the same as the center beam 504 of the underframe 50 (see FIG. 7), and the center pin 21 and the coupler 19 are coupled in the same manner as the center beam 504.

[0070] Also, as shown in FIG. 14, at the position of the underframe 70 directly above the bogie 16, the bolster beams 702 and 703 extend from the side beam 112 toward the center beam 704. Below each of the bolster beams 702 and 703, the bolster springs 18 of the bogie 16 are located, and the bogie 16 supports the underframe 70 by these bolster springs 18. Since the thickness of these bolster beams 702 and 703 is about the same as that of the conventional bolster beam 203, the thickness of the portion of the underframe 70 supported by the bolster springs 18 is ensured to be about the same as that of the conventional underframe 200. Also, the bolster beams 702 and 703 are not directly in contact with and coupled to the center beam 704, and a gap C11 is provided between the end faces on the center beam 704 side of the bolster beams 702 and 703 and the center beam 704.

[0071] Further, as shown in Fig. 13, the underframe 70 is surrounded by the end beams 111, side beams 112, cross beams 119, and the center beam 704, and is provided with structural floors 705 and 706 coupled to the respective beams. As shown in Fig. 15, these structural floors 705 and 706 are double-skin extruded profiles having a truss-shaped cross-section, and the extrusion direction is arranged parallel to the track direction. Further, as shown in Fig. 13, the structural floors 705 and 706 have cutouts 705a and 706a cut out in the shapes of the bolster beams 702 and 703, and the bolster beams 702 and 703 are coupled to the structural floors 705 and 706 in a state of being accommodated within the cutouts 705a and 706a. Thereby, the bolster beams 702 and 703 and the center beam 704 are connected via the structural floors 705 and 706. Note that the positions in the height direction of the upper surfaces of the structural floors 115 and 116 coincide with the positions of the upper surfaces of the bolster beams 702 and 703.

[0072] Also, as shown in Fig. 14, due to the gaps C11 between the bolster beams 702 and 703 and the center beam 704, fitting spaces 707A and 707B are formed on the lower surface side of the underframe 70. More specifically, the fitting spaces 707A and 707B are formed by the end faces of the bolster beams 702 and 703 on the center beam 704 side, the lower surfaces (the surfaces on the track 25 side) of the structural floors 705 and 706, and the end faces of the center beam 704 on the bolster beam 702 and 703 sides. Fitting parts 22 such as wiring and piping are disposed in these fitting spaces 707A and 707B.

[0073] The fitting spaces 707A and 707B are open to the outside of the underframe 70. That is, the fitting spaces 707A and 707B are in a state of being open downward in Fig. 14. For this reason, when disposing the fitting parts 22, they can be disposed from the lower side of the fitting spaces 707A and 707B. This work for disposal is easier compared to work such as passing wiring through holes penetrating the bolster beams in the track direction.

[0074] Even with the underframe 70 having the above-described configuration, similar to the underframe 11 according to the first embodiment, the traction force of the bogie 16 and the load on the coupler 19 are first applied to the center sill 704. Therefore, it is not necessary to make the bolster a large and strong structure like the conventional bolster 203. Thus, the underframe 70 can be configured to have a gap C11 between the bolsters 702, 703 and the center sill 704. Further, it is not necessary to make the structural floors 705, 706 connecting the bolsters 702, 703 and the center sill 704 in the gap C11 large and strong. Therefore, fitting spaces 707A, 707B can be provided by the gap C11. With these fitting spaces 707A, 707B, sufficient space can be secured for arranging the fitting parts 22.

[0075] Here, conventionally, on the upper surface side of the underframe 200, ducts used for air conditioning equipment are arranged along the track direction, and further, a floor panel is generally arranged above them.

[0076] According to the underframe 70, for example, as shown in FIG. 16, in the fitting spaces 707A, 707B, it is possible to arrange the duct 23 and the fitting parts 22 vertically side by side. At this time, the fitting parts 22 need to be positioned at a height such that they do not interfere with the bogie 16 when the pillow spring 18 deflects and the underframe 70 sinks downward.

[0077] In this way, if the duct 23 can be arranged on the lower surface side of the underframe 70, the distance D11 between the floor panel 24 arranged on the upper surface side of the underframe 70 and the underframe 70 can be made smaller than before because the duct 23 is not arranged on the upper surface side of the underframe 70. That is, since the height of the floor panel 24 can be positioned lower than before, a wider passenger compartment space can be secured. Note that the duct 23 can be arranged on the lower surface side of the underframe not only for the underframe 70 described above, but also for the underframe 11 according to the first embodiment and the underframe 50 which is a modified example thereof. Similarly, the duct 23 can be arranged on the lower surface side to secure a wider passenger compartment space.

[0078] (First Modified Example of the Second Embodiment) A modification example of the underframe 70 of the railway vehicle 1 will be described. FIG. 17 is a plan view of an underframe 80 according to a first modification example of the second embodiment. FIG. 18 is a sectional view taken along line I-I of FIG. 17. FIG. 19 is a sectional view taken along line J-J of FIG. 17. Note that FIG. 17 shows one end (for example, the end on the front sill structure 12 side) of both ends of the underframe 80 in the track direction. However, the other end (for example, the end on the coupler sill structure 15 side) also has the same configuration.

[0079] As shown in FIG. 17, the underframe 80 is formed in a rectangular shape and has a longitudinal direction in the track direction. The end beams 111, the side beams 112, and the cross beams 119 have the same configuration as the underframe 11 (see FIG. 2).

[0080] Further, the underframe 80 has a pair of center beams 804 extending parallel to the track direction at the central portion in the sleeper direction. One end of the center beam 804 is connected to the central portion of the end beam 111 in the sleeper direction, and the other end is connected to the central portion of the cross beam 119 in the sleeper direction. This center beam 804 has a uniform cross-sectional shape from the end on the end beam 111 side to the end on the cross beam 119 side, but is thinner by the thickness of the structural floor 805 described later compared to the center beam 704 of the underframe 70 (see FIGS. 13 and 14). The center pin 21 is connected to the portion of the lower surface of the center beam 804 that faces the bogie 16. Further, a coupler 19 is connected to the end of the lower surface of the center beam 804 on the end beam 111 side.

[0081] Also, at positions directly above the bogie 16 of the underframe 80, bolster beams 802 and 803 extend from the side beams 112 toward the center beam 804. Below each of the bolster beams 802 and 803, the bogie springs 18 of the bogie 16 are located, and the bogie 16 supports the underframe 80 by these bogie springs 18. These bolster beams 802 and 803 are thinner by the thickness of the structural floor 805 described later compared to the bolster beams 702 and 703 of the underframe 70 (see FIGS. 13 and 14). Also, as shown in FIG. 18, the bolster beams 802 and 803 have a gap C21 between them and the center beam 804, similar to the bolster beams 702 and 703 of the underframe 70.

[0082] Further, as shown in Fig. 17, the underframe 80 is surrounded by the end beams 111, a pair of side beams 112, and the cross beam 119, and is provided with a structural floor 805 that is placed on the upper surfaces of the bolster beams 802, 803 and the center beam 804 and is coupled to each beam. As shown in Figs. 18 and 19, this structural floor 805 is an extruded member with a double-skin having a truss-shaped cross-section, and the extrusion direction is arranged parallel to the track direction.

[0083] As described above, the center beam 804 is thinner than the center beam 704 of the underframe 70 (see Figs. 13 and 14) by the thickness of the structural floor 805, and the bolster beams 802, 803 are thinner than the bolster beams 702, 703 of the underframe 70 (see Figs. 13 and 14) by the thickness of the structural floor 805. However, both the center beam 804 and the bolster beams 802, 803 are coupled to the structural floor 805 placed on the upper surface, ensuring strength.

[0084] Also, as shown in Fig. 18, in the underframe 80, fitting spaces 807A and 807B are formed on the lower surface side of the underframe 80 due to the gaps C21 between the bolster beams 802, 803 and the center beam 804. More specifically, the fitting spaces 807A and 807B are formed by the end faces of the bolster beams 802, 803 on the center beam 804 side, the lower surface (the surface on the track 25 side) of the structural floor 805, and the end faces of the center beam 804 on the bolster beam 802, 803 side. Fitting parts 22 such as wiring and piping are arranged in these fitting spaces 807A and 807B.

[0085] The fitting spaces 807A and 807B are open to the outside of the underframe 80. That is, the fitting spaces 807A and 807B are in an open state downward in Fig. 18. Therefore, when arranging the fitting parts 22, they can be arranged from the lower side of the fitting spaces 807A and 807B. This work for arrangement is easier than the work of passing wiring through holes penetrating the bolster beam in the track direction.

[0086] Even with the underframe 80 having the above-described configuration, similar to the underframe 11 according to the first embodiment, the traction force of the carriage 16 and the load on the coupler 19 are first applied to the center sill 804. Therefore, it is not necessary to make the bolster a large and strong structure like the conventional bolster 203. Thus, the underframe 80 can be configured to have a gap C21 between the bolsters 802 and 803 and the center sill 804, and the outfitting spaces 807A and 807B can be provided by the gap C21. With these outfitting spaces 807A and 807B, sufficient space can be secured for arranging the outfitting parts 22.

[0087] (Second Modified Example of the Second Embodiment) A modified example of the underframe 70 of the railway vehicle 1 will be described. FIG. 20 is a plan view of an underframe 90 according to the second modified example of the second embodiment (the floor panel 24 is omitted for clarity). FIG. 21 is a cross-sectional view taken along the line K-K of FIG. 20. FIG. 22 is a cross-sectional view taken along the line L-L of FIG. 20. Note that FIG. 20 shows one end (for example, the end on the front side sill structure 12 side) of both ends of the underframe 90 in the track direction. However, the other end (for example, the end on the coupler side sill structure 15 side) also has a similar configuration.

[0088] As shown in FIG. 20, the underframe 90 is formed in a rectangular shape and has a longitudinal direction in the track direction. The end sills 111, the side sills 112, and the cross sills 119 have the same configuration as the underframe 11 (see FIG. 2).

[0089] Further, the underframe 90 has a pair of center sills 904 extending parallel to the track direction at the central portion in the sleeper direction. This center sill 904 is the same as the center sill 704 of the underframe 70 (see FIG. 13), and the center pin 21 and the coupler 19 are coupled thereto in the same manner as the center sill 704.

[0090] Also, as shown in FIG. 21, at positions on the underframe 90 directly above the bogie 16, bolster beams 902 and 903 extend from the side beams 112 toward the center beam 904. Below each of the bolster beams 902 and 903, the bolster springs 18 of the bogie 16 are positioned, and the bogie 16 supports the underframe 90 by these bolster springs 18. These bolster beams 902 and 903 are the same as the bolster beams 802 and 803 of the underframe 80 (see FIG. 17), and are thinner than the bolster beams 702 and 703 of the underframe 70 (see FIGS. 13 and 14) by the thickness of the structural floors 905 and 906 described later. Also, similar to the bolster beams 802 and 803 of the underframe 80, the bolster beams 902 and 903 have a gap C31 between them and the center beam 804.

[0091] Also, as shown in FIG. 20, the underframe 90 is surrounded by the end beams 111, side beams 112, cross beams 119, and center beam 904, and includes structural floors 905 and 906 coupled to the respective beams. These structural floors 905 and 906 are extruded profiles having a truss-shaped cross section, and the extrusion direction is arranged parallel to the track direction, as shown in FIGS. 21 and 22.

[0092] Also, as shown in FIGS. 21 and 22, the structural floors 905 and 906 are formed in a shelf shape with different cross sections by an upper side portion 905a, 906a located on the side beam 112 side, a lower side portion 905b, 906b located on the center beam 904 side, and inclined portions 905c, 906c connecting the upper side portion 905a, 906a and the lower side portion 905b, 906b.

[0093] The upper side portions 905a and 906a are coupled to the upper surfaces of the bolster beams 902 and 903. As described above, the bolster beams 902 and 903 are thinner than the bolster beams 702 and 703 of the underframe 70 (see FIGS. 13 and 14) by the thickness of the structural floors 905 and 906, but the strength is ensured by coupling the upper surfaces of the bolster beams 902 and 903 to the upper side portions 905a and 906a.

[0094] The inclined portions 905c and 906c are inclined so as to form a downward slope from the end portions of the upper side portions 905a and 906a on the side of the center beam 904 toward the center beam 904. As a result, the lower side portions 905b and 906b connected to the upper side portions 905a and 906a by the inclined portions 905c and 906c are positioned in the gap C31 between the bolster beams 902 and 903 and the center beam 904. And the lower side portions 905b and 906b are joined to the end faces of the center beam 904 on the side of the bolster beams 902 and 903.

[0095] Also, as shown in FIG. 21, in the underframe 90, fitting spaces 907A and 907B are formed on the upper surface side of the underframe 90 due to the gap C31 between the bolster beams 902 and 903 and the center beam 904. More specifically, the fitting spaces 907A and 907B are formed in the gap C31 by the inclined portions 905c and 906c, the upper surfaces (the surfaces on the side opposite to the track 25 side) of the lower side portions 905b and 906b, and the end faces of the center beam 904 on the side of the bolster beams 902 and 903. In the fitting spaces 907A and 907B, ducts 23 used for, for example, air conditioning equipment are arranged as fitting components.

[0096] The fitting spaces 907A and 907B are open to the outside of the underframe 90. That is, the fitting spaces 907A and 907B are in an open state upward in FIG. 21. Therefore, when arranging the duct 23, it can be arranged from the upper side of the fitting spaces 907A and 907B. The work for this arrangement is easier than the work of passing wiring through a hole penetrating the bolster beam in the track direction.

[0097] Even with the underframe 90 having the above configuration, similar to the underframe 11 according to the first embodiment, the tractive force of the bogie 16 and the load of the coupler 19 are first loaded on the center beam 904. Therefore, it is not necessary to make the bolster beam a large and strong structure like the conventional bolster beam 203. Thus, the underframe 90 can be configured to have a gap C31 between the bolster beams 902 and 903 and the center beam 904, and the fitting spaces 907A and 907B can be provided by the gap C31. With the fitting spaces 907A and 907B, a sufficient space for arranging the duct 23 can be secured.

[0098] As described above, the railway vehicle 1 of the second embodiment is (3) In the railway vehicle 1 described in (1), the bolster beams 702, 703 (802, 803, 902, 903) extend from both ends of the underframe 70 (80, 90) in the sleeper direction toward the center sill 704 (804, 904), a gap C11 (C21, C31) is provided between the bolster beams 702, 703 (802, 803, 902, 903) and the center sill 704 (804, 904), and the outfitting spaces 707A, 707B (807A, 807B, 907A, 907B) are formed by the gaps C11 (C21, C31).

[0099] According to the railway vehicle 1 of the second embodiment, since a transmission member (for example, the center pin 21) that transmits the tractive force of the bogie 16 in the track direction to the underframe 70 (80, 90) is coupled to the center sill 704 (804, 904) that extends parallel to the track direction, the tractive force of the bogie 16 is loaded on the center sill 704 (804, 904) and transmitted to the underframe 70 (80, 90) via the end sill 111 and the cross sill 119. Therefore, the load on the bolster 702, 703 (802, 803, 902, 903) is reduced compared to the conventional case. If the load on the bolster 702, 703 (802, 803, 902, 903) is reduced, it is not necessary to make the bolster 702, 703 (802, 803, 902, 903) a large and strong structure like the conventional bolster 203. Therefore, for example, it can be made to have gaps C11 (C21, C31) between the bolster 702, 703 (802, 803, 902, 903) and the center sill 704 (804, 904) as in the railway vehicle 1 described in (3). By doing so, fitting spaces 707A, 707B (807A, 807B, 907A, 907B) can be provided in the underframe 70 (80, 90). By providing the fitting spaces 707A, 707B (807A, 807B, 907A, 907B), sufficient space can be secured for arranging the fitting parts 22 (or ducts 23). Note that structural floors 705, 706, etc. may be arranged in the gap C11, and the bolster 702, 703 and the center sill 704 may be connected via the structural floors 705, 706. Even in this case, since the center sill 704 receives the load of the tractive force of the bogie 16, it is not necessary to make the structural floors 705, 706 large and strong, and the proportion of the gap C11 (C21, C31) occupied by the structural floors 705, 706 can be minimized. Therefore, sufficient space can be secured for arranging the fitting parts 22 (or ducts 23). Further, since the fitting spaces 707A, 707B (807A, 807B, 907A, 907B) are open to the outside of the underframe 70 (80, 90), it is easy to arrange the fitting parts.

[0100] Note that the above embodiments are merely illustrative and do not limit the present invention in any way. Therefore, the present invention can naturally be improved and modified in various ways without departing from its gist. For example, although a double-skin extruded profile is used as the structural floor, a single-skin extruded profile may also be used. Further, in the above embodiments, the extrusion direction of the extruded profile is parallel to the track direction, but it is not limited thereto, and the extrusion direction may be parallel to the sleeper direction. Furthermore, in the above embodiments, the extruded profile has a truss-shaped cross section, but it is not limited thereto, and for example, it may have a harmonica-shaped cross section.

Explanation of Reference Numerals

[0101] 1 Railway vehicle 11 Underframe 16 Bogie 21 Center pin (an example of a transmission member) 25 Track 113 Sleeper beam 117A Outfitting space 117B Outfitting space

Claims

1. A bogie for traveling on a track, a frame supported by the bogie, a sleepers beam extending in the sleeper direction above the bogie and constituting the frame, and a transmission member for transmitting the pulling force in the track direction caused by the traveling of the bogie to the frame. In a railway vehicle comprising: The frame has a center beam extending parallel to the track direction at the center in the sleeper direction. The frame includes: End beams at both ends in the track direction; The frame further includes: A pair of side beams each coupled to both ends of the end beam in the sleeper direction and extending along the track direction; A cross beam that extends parallel to the sleepers beam on the center side of the railway vehicle with respect to the sleepers beam in the track direction and spans the pair of side beams; And is provided with. At least a part of the center beam penetrates the sleepers beam in the track direction. Of both ends of the center beam in the track direction, one end is coupled to the end beam and the other end is coupled to the cross beam. The transmission member is coupled to the lower surface of the portion of the center beam that penetrates the sleepers beam. The center beam transmits the pulling force loaded on the center beam by the transmission member to the pair of side beams via the cross beam. The frame has a fitting space that is open to the outside of the frame on the lower surface on the side of the track near the sleepers beam. The sleepers beam has a stepped portion that sandwiches the portion of the center beam that penetrates the sleepers beam from both sides in the sleeper direction and is recessed from the lower surface on the side of the track of the center beam. The fitting space is formed by the stepped portion. A railway vehicle characterized by the above.

2. A bogie for traveling on a track, a frame supported by the bogie, a sleepers beam extending in the sleeper direction above the bogie A bolster that extends in a direction to form the underframe, and a transmission member that transmits the tractive force in the track direction due to the running of the bogie to the underframe. In a railway vehicle including: The underframe has a center sill that extends parallel to the track direction at the central part in the sleeper direction. The transmission member is coupled to the center sill. The underframe Has end sills at both ends in the track direction, A pair of side sills that are respectively coupled to both ends of the end sill in the sleeper direction and extend along the track direction, And A cross sill that extends parallel to the bolster and is located on the center side of the railway vehicle with respect to the bolster in the track direction, and spans the pair of side sills by extending in this way. And is provided with. Of the two ends of the center sill in the track direction, one end is coupled to the end sill, and the other end is coupled to the cross sill. In this way, the center sill transmits the tractive force loaded on the center sill by the transmission member to the pair of side sills through the cross sill. The underframe has an outfitting space that is open to the outside of the underframe on the lower surface on the track side near the bolster. The bolster extends from each of both ends of the underframe in the sleeper direction toward the center sill. A gap is provided between the bolster and the center sill. The outfitting space is formed by the gap. A railway vehicle characterized by the above.

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