Electric railway vehicle and electric railway vehicle frame structure

Abstract

To provide an electric railway vehicle and a frame structure of the same for reducing impact of noise transmitted to a vehicle body relative to an on-board side antenna communicating with a ground side of the railway vehicle.SOLUTION: An electric railway vehicle comprises a metallic vehicle body, an on-board antenna communicating with an antenna on a ground side, a non-metallic cover for covering the vehicle body around the on-board antenna and a first metallic frame arranged so as to interpose the on-board antenna on both sides in a longitudinal direction to fix the cover and extending in a rail direction, and the first metallic frame is arranged symmetrically in a longitudinal direction relative to the on-board antenna.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] The present invention relates to an electric railway vehicle and a frame structure of an electric railway vehicle, and more particularly to an electric railway vehicle and a frame structure of an electric railway vehicle that reduces the effects of noise propagating to the car body. [Background technology]

[0002] Electric railways generate a variety of noises. For example, there is electromagnetic noise generated by power converters in substations and electromagnetic noise generated by inverters used to drive railway vehicles. There is also electromagnetic noise generated when pantographs separate from the overhead wires, and noise generated when wheels come into contact with and separate from the rails. These various noises can sometimes overlap.

[0003] One of the problematic noise sources in electric railways is noise generated by the switching operation of power conversion equipment. Furthermore, in order to make power conversion equipment smaller and reduce loss, new semiconductor materials such as SiC (silicon carbide) are being adopted for power devices in recent years. As a result, power conversion equipment is now capable of even faster and higher frequency switching operations, satisfying the need for smaller size and lower loss. However, the high frequency noise current generated by switching operations has begun to contain harmonic components up to higher frequencies, which can affect equipment that handles high frequency signals, such as those in the MHz band.

[0004] On the other hand, in high-speed trains, in order to reduce the frictional resistance that occurs on the surface of the car body, the underfloor equipment installed under the metal car body is generally covered with metal covering plates. The metal covering plates are attached to the metal frame that makes up the car body, and on-board antennas, underfloor equipment, and vehicle wiring connected to the underfloor equipment are arranged between the car body and the metal covering plates.

[0005] Furthermore, one type of device that handles high-frequency signals is the Automatic Train Control (ATC), a type of railway signaling safety system. The ATC device has an on-board antenna that receives signals transmitted from the ground, and this on-board antenna is installed under the floor at the front of the lead car of the railway vehicle.

[0006] For example, Patent Document 1 discloses a method for suppressing high-frequency noise in an ATC receiver, in which the connection position of the grounding wire of the power conversion device is positioned on the bogie side or in the center, thereby canceling out the effect of high-frequency noise flowing through the rails. [Prior art documents] [Patent documents]

[0007] [Patent Document 1] Japanese Patent Application Laid-Open No. 2007-68309 Summary of the Invention [Problem to be solved by the invention]

[0008] However, the method of Patent Document 1 only takes into consideration the influence of current due to high-frequency noise flowing through the rails, and does not take into consideration noise flowing through vehicle body parts, so a sufficient noise suppression effect cannot be obtained.

[0009] Furthermore, in high-speed trains, false detections have occurred during the operation of the drive inverter, but the propagation path of this noise was not fully understood. For this reason, the metal covering plates and metal frames of conventional high-speed trains were designed to accommodate the layout of equipment, etc. This resulted in the metal frames near the on-board antenna not having a symmetrical structure.

[0010] In view of the above problems, the present invention aims to provide an electric railway vehicle and a frame structure for the electric railway vehicle that reduces the effect of noise propagating to the vehicle body on an on-board antenna that communicates with the ground side of the railway vehicle. [Means for solving the problem]

[0011] In order to achieve the above-mentioned object, one representative electric railway vehicle of the present invention comprises a metal car body, an on-board antenna that communicates with an antenna on the ground, a non-metallic cover for covering the car body around the on-board antenna, and a first metal frame extending in the rail direction and positioned to sandwich the on-board antenna on both the left and right sides to secure the cover, wherein the first metal frame is positioned symmetrically in the left and right directions relative to the on-board antenna. [Effects of the Invention]

[0012] According to the present invention, in an electric railway vehicle and a frame structure of an electric railway vehicle, the influence of noise propagating to the vehicle body on an on-board antenna that communicates with the ground side of the railway vehicle can be reduced. Problems, configurations, and effects other than those described above will become clear from the following description of the embodiments. [Brief explanation of the drawings]

[0013] [Figure 1] FIG. 1 is a schematic diagram showing an example of a vehicle to which the present invention can be applied. [Figure 2] FIG. 2 is a schematic diagram showing an example of a vehicle drive circuit to which the present invention can be applied. [Figure 3] FIG. 3 is a circuit diagram showing an example of an underfloor circuit to which the present invention can be applied. [Figure 4] FIG. 4 is a top view showing the configuration under the vehicle floor around the on-board antenna of the railway vehicle according to the first embodiment of the present invention. [Figure 5] FIG. 5 is a cross-sectional view taken along the line AA in FIG. [Figure 6] FIG. 6 is a top view showing the configuration under the vehicle floor around the on-board antenna of the railway vehicle according to the second embodiment of the present invention. [Figure 7] FIG. 7 is a view showing a cross section taken along line BB in FIG. [Figure 8]FIG. 8 is a top view showing the configuration under the vehicle floor around the on-board antenna of a railway vehicle according to a third embodiment of the present invention. [Figure 9] FIG. 9 is a view showing a cross section taken along the line CC in FIG. [Figure 10] FIG. 10 is a top view showing the configuration under the vehicle floor around the on-board antenna of a railway vehicle according to a fourth embodiment of the present invention. [Figure 11] FIG. 11 is a view showing a cross section taken along the line DD in FIG. [Figure 12] FIG. 12 is a top view showing the configuration under the vehicle floor around the on-board antenna of a railway vehicle according to a fifth embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0014] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described in detail with reference to the accompanying drawings. In all drawings for explaining the embodiments, the same parts are generally designated by the same reference numerals, and repeated explanations thereof will be omitted.

[0015] FIG. 1 is a schematic diagram showing an example of a vehicle to which the present invention can be applied. FIG. 1 shows two vehicles: a left driving vehicle 1 and a right leading vehicle 2. For the sake of explanation, FIG. 1 shows only two vehicles, but it is possible to couple more vehicles. The left-right direction in FIG. 1 corresponds to the front-rear direction of the vehicle.

[0016] Each vehicle is equipped with a car body 20 made of a metal structure or the like that covers the passenger compartment. The car body 20 is supported by two front and rear bogies that are equipped with bogie frames 40 and wheels 19, and the wheels 19 roll on rails 21. An underfloor 100 is provided below the car body 20 between the two front and rear bogies, and the underside is covered with a metal covering plate 106 or the like. A pantograph 12 is provided above the driving car 1, and is configured to be able to come into contact with the overhead wires 11.

[0017] Fig. 2 is a schematic diagram showing an example of a vehicle drive circuit to which the present invention can be applied, and shows an example of the configuration of a power conversion device mounted on a railway vehicle. The configuration in Fig. 2 is a configuration that can be provided mainly in the drive vehicle 1 in Fig. 1.

[0018] Electric power is supplied from a substation to the primary side of a transformer 14 via an overhead line 11, a pantograph 12, and a VCB (vacuum circuit breaker) 13. One end of the primary winding of the transformer 14 is connected to the overhead line 11 via the pantograph 12, and the other end is connected to a rail 21 that is grounded via a vehicle grounding wire 22 and a wheel 19. A grounding resistor 23 is connected between the vehicle grounding wire 22 and the vehicle, so that a return current flows from the vehicle grounding wire 22 to the rail 21 via the wheel axle.

[0019] The power supplied from the overhead line 11 is input to the primary winding of the transformer 14 via the pantograph 12, and the power generated in the secondary winding of the transformer 14 is input to the power converter 16. The power generated in the tertiary winding of the transformer 14 is input to auxiliary equipment such as a ventilation and air conditioning system.

[0020] The power conversion device 16 is composed of a converter and an inverter, and the converter converts the input AC voltage into a desired DC voltage. The inverter converts the DC voltage converted by the converter into AC voltage of a desired voltage and frequency, and outputs it to the traction motor 18 via a three-phase output line 17.

[0021] The frame of the traction motor 18 is fixed to the bogie frame 40 (see Figure 1) of the bogie that supports the car body 20, and two bogies are arranged per car. The car body 20 is made of metal, and a grounding resistor 23 is connected between the car grounding wire 22 and the car body 20.

[0022] 3 is a schematic diagram showing an example of a circuit configuration under the floor of a railway vehicle to which the present invention can be applied. In FIG. 3, the left side corresponds to a driving car 1, and the right side corresponds to a leading car 2.

[0023] The high-speed railway vehicle has metal covering plates 106 and side covering plates 107 that cover the sides and bottom of the underfloor equipment in order to reduce frictional resistance that occurs on the surface of the car body 20. These covering plates are fixed to the car body 20 or a metal frame that constitutes the car body 20.

[0024] The bogie is the undercarriage device of a railway vehicle, and is disposed on rails 21 to support the carbody 20. The bogie has wheels 19, brakes (not shown), TC (road sweeper), and other components attached to a bogie frame 40. All mechanical connections are made via elastic parts such as rubber, so the bogie frame 40 is electrically insulated from the carbody 20. Furthermore, to prevent electrolytic corrosion of the bearings that support the axles of the wheels 19, the bogie frame 40 and the wheels 19 are electrically insulated from each other. However, because these bearings are connected to metal parts such as coil springs that elastically support the bogie frame 40, an electrical connection occurs, and a parasitic capacitance 41 exists between the bogie frame 40 and the wheels 19. Furthermore, the wheels 19 come into contact with the rails 21.

[0025] The lead car 2 is equipped with an on-board antenna 103 under the floor 100. The on-board antenna 103 receives signals from an antenna on the ground (ground coil). This ground coil is installed at the center of the width of the rail 21, and transmits signals to the on-board antenna 103. For example, while the railway vehicle is running, it receives signals emitted from the antenna on the ground and receives information such as its current position. The lead car 2 is also equipped with a signaling device 101, which uses information from the on-board antenna 103 to control the railway vehicle. The signaling device 101 does not have to be installed under the floor 100, and can be installed in a suitable location, such as near the driver's cab.

[0026] Here, the results of an investigation into the propagation paths of noise currents in railway vehicles will be explained using Figs.

[0027] In the case of a railway vehicle, for example, a power converter 16 for driving a vehicle shown in Fig. 2 passes a drive current to a traction motor 18. At this time, because a parasitic capacitance 30 exists between the windings in the traction motor 18 and the traction motor frame, a part of the drive current flows as a high-frequency noise current from this parasitic capacitance 30. This high-frequency noise current mainly flows through the frame of the traction motor 18, the vehicle grounding wire 22, the grounding resistor 23, the car body 20, and then returns to the power converter 16.

[0028] However, because the grounding resistor 23 itself has a high impedance at high frequencies and because it is difficult to run the vehicle grounding wire 22 and the three-phase output wire 17 completely parallel to each other, part of the high-frequency noise current propagates from the parasitic capacitance 30 through the rails 21 to the adjacent vehicle. In Figure 3, the high-frequency noise current flows from the driving vehicle 1 to the adjacent leading vehicle 2.

[0029] The current then passes through the parasitic capacitance 41 of the leading car 2 and the bogie frame 40, and then through the car body 20, the metal covering plate 106, and the metal frame that supports it. Here, it has been found that the metal frame arranged near the on-board antenna 103 is close to the on-board antenna 103, and therefore the on-board antenna 103 is susceptible to the influence of magnetic flux generated by high-frequency noise current flowing through the metal frame. For this reason, noise may be mixed into the on-board antenna 103, causing malfunctions and false detections of signaling devices.

[0030] Furthermore, in order to make the power converter 16 smaller and reduce loss, new semiconductor materials such as SiC (silicon carbide) have recently been adopted for power devices. As a result, the power converter 16 is now capable of even faster and higher frequency switching operations, satisfying the need for smaller size and lower loss. However, the high frequency noise current generated by the switching operation has harmonic components up to higher frequencies. As a result, the impact of the higher frequency noise current becomes greater.

[0031] In the following Examples 1 to 5, in consideration of the propagation path of the noise current, examples of the configuration of the underfloor of the vehicle around the on-board antenna that reduces the influence of the noise current on the on-board antenna 103 will be described. In each Example, the configuration of a railway vehicle will be described as an example, but the present invention is not limited to this example.

[0032] Example 1 Fig. 4 is a top view showing the configuration of the underfloor area around the on-board antenna of the railway vehicle according to the first embodiment of the present invention. Fig. 5 is a view showing a cross section taken along line AA in Fig. 4. The up-down direction in Fig. 4 corresponds to the front-rear direction (rail direction) of the railway vehicle, and the left-right direction in Fig. 4 corresponds to the left-right direction (width direction) of the railway vehicle. The up-down direction in Fig. 5 corresponds to the up-down direction (height direction) of the railway vehicle, and the left-right direction in Fig. 5 corresponds to the left-right direction (width direction) of the railway vehicle.

[0033] As shown in Figures 4 and 5, the vehicle body 20 and the metal frame 200 are supported by a support pillar 102 extending in the vertical direction. The on-board antenna 103 is located at the center of the vehicle in the left-right direction, sandwiching the rail 21 between them. A resin cover 105 made of a non-metallic material such as resin is installed directly below the on-board antenna 103 to avoid blocking communications with the roadside. A metal covering plate 106 and a metal frame 200 for fixing the resin cover 105 and the metal covering plate 106 are installed around the on-board antenna 103. The metal frame 200 has a first metal frame 201 that extends in the rail direction so as to sandwich the on-board antenna 103. Here, the first metal frame 201 is located in a position symmetrical to the on-board antenna 103.

[0034] That is, the distance from the on-board antenna 103 to the nearest first metal frame 201 on the left side is equal to the distance from the on-board antenna 103 to the nearest first metal frame 201 on the right side. In addition, a resin cover 105 is provided between the left and right first metal frames 201. The on-board antenna 103 is fixed at the top by a mounting rod that extends vertically from the car body 20.

[0035] 2 and 3, high-frequency noise current propagates from the driving car 1 to the leading car 2. In the driving car 1, the high-frequency noise current propagates from the power converter 16 through the parasitic capacitance 30 near the traction motor 18 and the rail 21 to the adjacent leading car 2. In the leading car 2, the high-frequency noise current flows from the rail 21 via the parasitic capacitance 41 and the bogie frame 40, mainly through the car body 20 and the metal closing plate 106 and metal frame 200 near the on-board antenna 103. The high-frequency noise current then follows a path that returns to the power converter 16 of the driving car 1. In other words, the car body 20, the metal closing plate 106, and the metal frame 200 form a return path for the noise current flowing through the rail 21, and so flows toward the rail 21.

[0036] High frequency noise current flowing through the metal frame 200 generates magnetic flux in the surrounding area. When this generated magnetic flux is received by the on-board antenna 103, the signal device 101 receives it as noise unrelated to the signal, which may result in false detection.

[0037] In the first embodiment, in order to suppress noise coupling to the on-board antenna 103, the first metal frames 201 arranged to sandwich the on-board antenna 103 are arranged symmetrically with respect to the on-board antenna 103. As a result, the magnetic flux generated in the first metal frames 201 is canceled out between the first metal frames 201. This is because the magnetic field generated by currents flowing in the same direction is clockwise, so at the center position on the left and right, the magnetic fields generated by the respective currents are opposite in direction and cancel each other out. In particular, since the cancellation effect is maximized at positions equidistant from the first metal frame 201, the first metal frames 201 arranged close to the on-board antenna 103 are arranged in positions symmetrical with respect to the on-board antenna 103. As a result, the noise received by the on-board antenna 103 can be reduced.

[0038] <Example 2> Fig. 6 is a top view showing the configuration of the undercarriage around the on-board antenna of a railway vehicle according to a second embodiment of the present invention. Fig. 7 is a view showing a cross section taken along the line BB in Fig. 6. In the second embodiment, differences from the first embodiment will be mainly explained, and the same parts will be given the same reference numerals, and explanations of parts that are not particularly explained will be omitted. The directions in Figs. 6 and 7 are the same as those in Figs. 4 and 5, respectively.

[0039] The second embodiment differs from the first embodiment in that a second metal frame 202 is added. Also, the first metal frame 201 is not assumed to be symmetrical with respect to the on-board antenna 103.

[0040] The on-board antenna 103 is surrounded by a first metal frame 201 and a second metal frame 202 that extend in the rail direction and sandwich the on-board antenna 103. The left and right second metal frames 202 are disposed directly above the left and right rails 21, respectively. In this case, the left and right first metal frames 201 are positioned inside the rails 21, so the second metal frames 202 are positioned closer to the rails 21 than the first metal frames 201. Furthermore, the first metal frame 201 is positioned closer to the on-board antenna 103 than the second metal frame 202. The on-board antenna 103 is installed at the center of the vehicle in the width direction, symmetrically with respect to the rails 21. Therefore, the second metal frame 202 is necessarily disposed symmetrically with respect to the on-board antenna 103.

[0041] Here, the metal closing plate 106 is entirely coated with paint to prevent corrosion, etc., which may cause instability in the electrical connection between the metal closing plate 106 and the car body 20 or frame. For this reason, the high-frequency noise current leaking mainly from the power conversion device 16 described above flows mainly from the rail 21 to the car body 20 and metal frame 200. The metal frame 200 includes a first metal frame 201 and a second metal frame 202. Here, the second metal frame 202 is an additional metal frame, and so may be thinner than the first metal frame 201 as long as it can fulfill the following functions:

[0042] 2 and 3, the high-frequency noise current from the power converter 16 propagates through the parasitic capacitance 30 and the rail 21 to the adjacent leading car 2. In the leading car 2, the high-frequency noise current flows from the rail 21, via the parasitic capacitance 41 and the bogie frame 40, mainly through the car body 20 and the metal covering plate 106 and metal frame 200 near the on-board antenna 103. The current then follows a path that returns to the power converter 16.

[0043] Here, by placing the second metal frame 202 directly above the rail 21, the second metal frame 202 and the rail 21 are electromagnetically coupled, and high-frequency noise currents tend to flow through the second metal frame 202 as a return path for noise currents in the rail 21. Therefore, the noise currents flowing through the first metal frame 201 and the second metal frame 202 around the antenna do not flow uniformly in the direction of the rail, but tend to flow concentratedly through the second metal frame 202 that is closer to the rail 21. As a result, the high-frequency noise currents mainly flow through the second metal frame 202 that is located away from the on-board antenna 103. This reduces the amount of noise current flowing through the first metal frame 201 that is located closer to the on-board antenna 103, thereby reducing the noise received by the on-board antenna 103.

[0044] Example 3 Fig. 8 is a top view showing the configuration of the undercarriage around an on-board antenna of a railway vehicle according to a third embodiment of the present invention. Fig. 9 is a view showing a CC cross section of Fig. 8. In the third embodiment, differences from the first and second embodiments will be mainly explained, and the same parts will be given the same reference numerals, and explanations of parts that are not particularly explained will be omitted. The directions in Figs. 8 and 9 are the same as those in Figs. 4 and 5, respectively.

[0045] In the third embodiment, in contrast to the configuration of the second embodiment including the second metal frame 202, the left and right first metal frames 201 are arranged symmetrically with respect to the on-board antenna 103, as shown in the first embodiment.

[0046] With the configuration of Example 3, high-frequency noise current mainly flows through second metal frame 202, as in Example 2. Furthermore, although a portion of high-frequency noise current also flows through first metal frame 201, the symmetrical configuration allows the generated magnetic flux to be canceled out at the position of on-board antenna 103. Therefore, the noise received by on-board antenna 103 can be further reduced.

[0047] Example 4 Fig. 10 is a top view showing the configuration of the undercarriage around an on-board antenna of a railway vehicle according to a fourth embodiment of the present invention. Fig. 11 is a view showing a DD cross section of Fig. 10. In the fourth embodiment, differences from the first and second embodiments will be mainly explained, and the same parts will be given the same reference numerals, and explanations of parts that are not particularly explained will be omitted. The directions in Figs. 10 and 11 are the same as those in Figs. 4 and 5, respectively.

[0048] In contrast to Example 1, Example 4 has a configuration in which a first metal frame 201 is installed at the position of the second metal frame 202 in Example 2. Therefore, there is no second metal frame 202, and the first metal frame 201 is installed directly above the rail 21. The on-board antenna 103 is installed at the center position of the vehicle, symmetrical with respect to the rail 21. Therefore, the first metal frame 201 is necessarily installed symmetrically with respect to the on-board antenna 103. Therefore, generated magnetic flux is canceled between the first metal frames 201, thereby reducing the noise received by the on-board antenna.

[0049] <Example 5> Fig. 12 is a top view showing the configuration of the undercarriage area around the on-board antenna of a railway vehicle according to a fifth embodiment of the present invention. In the fifth embodiment, differences from the first embodiment will be mainly described, and the same parts will be given the same reference numerals, and the same description of parts that are not particularly described will be omitted. The orientation of Fig. 12 is the same as that of Fig. 4.

[0050] In the fifth embodiment, the first metal frame 201 closest in the left-right direction to the on-board antenna 103 is connected to the car body 20 via a high-impedance material 108 such as a non-metallic resin. Specifically, both ends of the first metal frame 201, which is arranged on the left and right of the on-board antenna 103 in the rail direction, are connected to other metal frames 200 via the high-impedance materials 108. Therefore, the first metal frame 201 is installed so as to be electrically insulated from the car body 20. This reduces the high-frequency noise current flowing through the first metal frame 201 arranged near the on-board antenna 103, thereby reducing the noise received by the on-board antenna 103. Note that the metal frame 201' extending in the left-right direction and closest to the on-board antenna 103 in the front-rear direction is connected to the first metal frame 201 and is therefore electrically insulated from the car body 20.

[0051] In the fifth embodiment, the positions of the left and right first metal frames 201 are not specified to be symmetrical with respect to the on-board antenna 103, but they may be symmetrical as in the first embodiment. Also, a second metal frame 202 may be added as in the second embodiment.

[0052] As described above, according to the configurations shown in each embodiment, when the power conversion device 16 passes a drive current through the main motor 18 to drive the main motor 18, it is possible to provide a vehicle configuration that suppresses the noise received by the on-board antenna 103 due to the high-frequency noise current generated through the parasitic capacitance 30 between the winding part of the main motor 18 and the main motor case.

[0053] The present invention is not limited to the above-described embodiments and includes various modifications. For example, the above-described embodiments have been described in detail to clearly explain the present invention, and the present invention is not necessarily limited to those including all of the described configurations. Furthermore, it is possible to replace part of the configuration of one embodiment with the configuration of another embodiment, or to add the configuration of another embodiment to the configuration of one embodiment. Furthermore, it is possible to add, delete, or replace part of the configuration of each embodiment with other configurations. [Explanation of symbols]

[0054] 1...driving vehicle, 2...leading vehicle, 11...overhead line, 12...pantograph, 14...transformer, 16...power conversion device, 17...three-phase output line, 18...main motor, 19...wheel, 20...car body, 21...rail, 22...vehicle grounding wire, 23...grounding resistor, 30...parasitic capacitance, 40...bogie frame, 41...parasitic capacitance, 100...underfloor, 101...signaling device, 102...support, 103...on-board antenna, 105...resin cover, 106...metal covering plate, 107...side covering plate, 108...high impedance material, 200...metal frame, 201...first metal frame, 201':metal frame, 202...second metal frame

Claims

1. The vehicle comprises a metal car body, an on-board antenna that communicates with a ground-side antenna, a non-metallic cover for covering the car body around the on-board antenna, and a first metal frame extending in the rail direction and positioned to sandwich the on-board antenna on both the left and right sides in order to secure the cover. The electric railway vehicle is characterized in that the first metal frame is disposed symmetrically in the left-right direction with respect to the on-board antenna.

2. The vehicle comprises a metal car body, an on-board antenna that communicates with a ground-side antenna, a non-metallic cover for covering the car body around the on-board antenna, a first metal frame extending in the rail direction and positioned so as to sandwich the on-board antenna on both left and right sides in order to secure the cover, and a second metal frame extending in the rail direction and outboard of the first metal frame in the width direction of the car body, The electric railway vehicle, wherein the second metal frame is disposed symmetrically in the left-right direction with respect to the on-board antenna and is disposed directly above the rails.

3. 3. The electric railway vehicle according to claim 2, An electric railway vehicle, wherein the first metal frame is disposed symmetrically with respect to the on-board antenna.

4. 2. The electric railway vehicle according to claim 1, The electric railway vehicle, wherein the first metal frame is disposed directly above a rail.

5. 2. The electric railway vehicle according to claim 1, 10. An electric railway vehicle, wherein the first metal frame and the car body are connected via a high impedance material.

6. 2. The electric railway vehicle according to claim 1, The on-board antenna is disposed under the floor of the electric railway vehicle and receives signals from a ground-side antenna provided at the center of the rail in the width direction.

7. A frame structure of an electric railway vehicle, a non-metallic cover for covering the body of the electric railway vehicle around the on-board antenna provided under the floor of the electric railway vehicle; and a first metal frame for fixing the cover, the first metal frame being disposed so as to sandwich the on-board antenna on both left and right sides and extending in the direction of the rails, 10. A frame structure for an electric railway vehicle, wherein the first metal frame is disposed symmetrically in the left-right direction with respect to the on-board antenna.

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