railway vehicles

Abstract

To increase the rigidity of a mounting portion of roof equipment in a railway vehicle in which the roof equipment is mounted on a roof structure.SOLUTION: A railway vehicle 1 is equipped with a roof structure 5 in which a plurality of rafters 52 extending in a sleeper direction Y are arranged in a track direction X. An air conditioning unit 7 is attached to the roof structure 5. In the roof structure 5, the arrangement interval K12 of the rafters 52 at the attachment portion where the air conditioning unit 7 is attached is narrower than the arrangement interval K11 of the rafters 52 at the portion where the air conditioning unit 7 is not attached.SELECTED DRAWING: Figure 8

Description

[Technical Field]

[0001] The present invention relates to a railway vehicle having a roof structure in which a plurality of rafters are arranged in the track direction. [Background technology]

[0002] Railway vehicles are subject to various loads. The roof structure of a railway vehicle is provided with multiple rafters arranged along the track to ensure rigidity against the loads. This type of railway vehicle is disclosed, for example, in Patent Document 1 and Patent Document 2.

[0003] Patent Document 1 discloses that rafters are arranged at predetermined intervals (for example, 1 m) on a roof structure on which roof equipment is attached.

[0004] Patent Document 2 discloses a railway vehicle in which the height of the rafters is increased at the center of the roof structure in the sleeper direction in order to increase the rigidity against bending moments that occur at the center of the roof structure in the sleeper direction. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Japanese Patent Application Publication No. 2023-119939 [Patent Document 2] Japanese Patent Application Publication No. 2-249757 Summary of the Invention [Problem to be solved by the invention]

[0006] On railway vehicles, roof-mounted equipment such as air conditioning units and pantographs are attached to the roof structure. The load of the roof-mounted equipment acts on the mounting locations of the roof structure, generating stress in response to that load.

[0007] As described in Patent Document 1, when rafters are arranged at equal intervals along the track, increasing the thickness of all rafters in accordance with the stress generated at the roof equipment mounting locations results in an unnecessarily heavy vehicle. The railway vehicle described in Patent Document 2 varies the thickness of the roof outer panels and the height of the rafters in areas where increased rigidity is desired. According to this, increasing the height of the rafters placed at the roof equipment mounting locations is a conceivable method for increasing the rigidity of those mounting locations. However, rafters are not always placed near the roof equipment mounting locations, making it practically difficult to increase the rigidity of the roof equipment mounting locations by adjusting the height of the rafters. As such, conventional railway vehicles are unable to increase the rigidity of the roof structure in accordance with the stress generated in the roof structure, leaving room for improvement. [Means for solving the problem]

[0008] In order to solve the above problems, the railway vehicle disclosed in this specification is (1) a railway vehicle having a roof structure in which a plurality of rafters extending in the direction of the sleepers are arranged in the direction of the track, and roof equipment attached to the roof structure, the roof structure is configured so that the rafters are arranged more densely in the attachment locations where the roof equipment is attached than in the locations where the roof equipment is not attached.

[0009] A railway vehicle having the above configuration can increase the rigidity of the roof structure against stresses generated at the mounting locations for roof equipment by arranging rafters more densely at mounting locations where roof equipment can be mounted than at locations where roof equipment cannot be mounted.

[0010] (2) In the railway vehicle described in (1), it is preferable that the multiple rafters arranged on the roof structure are each curved plate material, have the same cross-sectional shape in the direction of the sleepers, and have the same plate thickness.

[0011] A railway vehicle having the above-described configuration can increase productivity of the vehicle by using only one type of jig or mold when manufacturing a plurality of rafters to be arranged on the roof structure.

[0012] (3) In the railway vehicle described in (1) or (2), it is preferable that the vehicle has a side structure connected to the roof structure, the side structure has a plurality of openings connecting the inside of the vehicle with the outside of the vehicle, and vertical pillars extending in the vertical direction are installed at both ends of the plurality of openings in the track direction, and the plurality of rafters include a first rafter arranged on the same cross section as the vertical pillars.

[0013] In the railway vehicle having the above configuration, an arch-shaped framework is formed by the vertical columns of the side structures and the first rafters of the roof structure, thereby increasing the rigidity of the entire vehicle.

[0014] (4) In the railway vehicle described in (3), the plurality of openings include door openings to which side doors are attached and side window openings to which side windows are attached, and it is preferable that the roof structure has a narrower spacing between the rafters in the door area corresponding to the door openings than in the side window area corresponding to the side window openings.

[0015] In a railway vehicle of the above configuration, the rafters are arranged more closely together with a narrower spacing in the door area than in the side window area, thereby increasing the rigidity of the roof structure in accordance with the stress generated near the door opening when passengers board and disembark.

[0016] (5) In a railway vehicle described in (3) or (4), it is preferable that the plurality of openings include door openings to which side doors are attached, the vertical pillars include a door pocket post arranged along the door opening and a door end post located on the opposite side of the door opening across the door pocket post, the roof structure includes a door pocket area corresponding to the area between the door end post and the door pocket post, and the rafters arranged in the door pocket area are spaced closer together on the door end post side than on the door pocket post side.

[0017] In a railway vehicle with the above configuration, the rafters are arranged closer together on the door end post side than on the door pocket post side, thereby increasing the rigidity of the roof structure in accordance with the stress generated near the door end post when the side door is opened and closed. [Effects of the Invention]

[0018] According to the above-described railway vehicle, in a railway vehicle in which roof equipment is attached to a roof structure, a technique for increasing the rigidity of the attachment portion of the roof equipment can be realized. [Brief explanation of the drawings]

[0019] [Figure 1] FIG. 1 is a side view of a railway vehicle according to an embodiment of the present invention. [Figure 2] FIG. 2 is an enlarged front view of FIG. [Figure 3] FIG. 2 is an enlarged rear view of FIG. [Figure 4] FIG. [Figure 5] FIG. 10 is a diagram illustrating the positional relationship between the rafters and the mounting portion of the roof equipment. [Figure 6] FIG. 6 is an enlarged view of part A in FIG. 5. [Figure 7] FIG. 6 is an enlarged view of part B in FIG. 5. [Figure 8] FIG. 6 is an enlarged view of part C in FIG. 5. DETAILED DESCRIPTION OF THE INVENTION

[0020] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A railway vehicle according to an embodiment of the present invention will now be described in detail with reference to the accompanying drawings. This specification discloses a railway vehicle having an air conditioning unit and a pantograph attached to a roof structure.

[0021] (General configuration of railway vehicles) As shown in FIG. 1, the railway vehicle 1 of this embodiment is equipped with bogies 9 at the front and rear of the underside of a hexahedral car body 6, and can run on rails Ra. In each diagram described below, X, Y, and Z indicate directions relative to the railway vehicle 1. X indicates the track direction, Y indicates the sleeper direction, and Z indicates the up-down direction. Front indicates the front side in the direction of vehicle travel, and rear indicates the rear side in the direction of vehicle travel. Left indicates the left side of the railway vehicle 1 as viewed from the rear, and right indicates the right side of the railway vehicle 1 as viewed from the rear. Up indicates the top side of the vehicle, and bottom indicates the bottom side of the vehicle.

[0022] An air conditioning unit 7 and a pantograph 8 are mounted on the roof of the railway vehicle 1. The air conditioning unit 7 is a device for improving comfort inside the vehicle. In this embodiment, the air conditioning unit 7 has built-in equipment 71 such as a heat pump and a motor, and has a mass of approximately 600 kg. The pantograph 8 is a device that comes into contact with overhead wires (not shown) to take in electric power to the railway vehicle 1. In this embodiment, the mass of the pantograph 8 is approximately 200 kg. The air conditioning unit 7 and the pantograph 8 are examples of "rooftop equipment."

[0023] The carbody 6 comprises an underframe 2, side structures 3 connected to both ends of the underframe 2 in the sleeper direction Y, end structures 4 connected to both ends of the underframe 2 in the track direction X, and a roof structure 5 connected to the upper ends of the side structures 3 and end structures 4. The bogies 9 are attached to the underframe 2 near the front end and the rear end.

[0024] The side structure 3 has side doors 13A, 13B, 13C, and 13D provided at equal intervals in the track direction X for passengers to get on and off the car body 6. The side structure 3 has horizontally long side windows 12A, 12B, and 12C provided at intermediate positions between the side doors 13A, 13B, 13C, and 13D, respectively. The side structure 3 has an end window 11A provided in front of the side door 13A, and an end window 11B provided behind the side door 13D.

[0025] Opening and closing devices 14A, 14B, 14C, and 14D for opening and closing the side doors 13A, 13B, 13C, and 13D are provided above the side doors 13A, 13B, 13C, and 13D of the side structure 3. Destination indicators (not shown) and the like may be attached to the side structure 3 above the side windows 12A, 12B, and 12C and the end windows 11A and 11B.

[0026] 2 and 3, the side structure 3 has side outer panels 31 supported from the inside of the vehicle by a plurality of vertical pillars 32. The side outer panels 31 are provided with door openings 314A, 314B, 314C, and 314D into which side doors 13A, 13B, 13C, and 13D are attached so as to be able to open and close freely. The side outer panels 31 are provided with side window openings 312A, 312B, and 312C into which side windows 12A, 12B, and 12C are attached. The side outer panels 31 are provided with end window openings 311A ​​and 311B into which end windows 11A and 11B are attached.

[0027] The vertical columns 32 extend in the up-down direction Z and are arranged in plurality in the track direction X. The vertical columns 32 are arranged along both ends in the track direction X of each opening formed in the side outer plates 31, and increase the rigidity in the vicinity of each opening.

[0028] The vertical posts 32 include pocket posts 35A-35H, tail posts 34A-34H, and end posts 33A-33B. The pocket posts 35A-35H are respectively installed at both ends of the door openings 314A, 314B, 314C, and 314D in the track direction X. The tail post 34A is installed at one of both ends of the end window opening 311A ​​in the track direction X, the end located on the door opening 314A side. The tail post 34B-34G are respectively installed at both ends of the side window openings 312A, 312B, and 312C in the track direction X. The tail post 34H is installed at one of both ends of the end window opening 311B in the track direction X, the end located on the door opening 314D side. The end post 33A is installed at one of both ends of the end window opening 311A ​​in the track direction X, the end located on the opposite side from the door opening 314A. The end post 33B is installed at one of both ends of the end window opening 311B in the track direction X, the end located opposite the door opening 314D.

[0029] In the following description, side doors 13A, 13B, 13C, 13D, door openings 314A, 314B, 314C, 314D, side windows 12A, 12B, 12C, side window openings 312A, 312B, 312C, end windows 11A, 11B, end window openings 311A, 311B, door pocket posts 35A to 35H, door end posts 34A to 34H, and end posts 33A to 33B may be collectively referred to as side door 13, door opening 314, side window 12, side window opening 312, end window 11, end window opening 311, door pocket post 35, door end post 34, and end post 33 unless there is a need to distinguish between them. The number, shape and arrangement of the side doors 13, door openings 314, side windows 12, side window openings 312, end windows 11, end window openings 311 and vertical pillars 32 may be different from those in this embodiment.

[0030] The roof structure 5 has a roof outer panel 51 supported from the inside of the car by a plurality of rafters 52. The rafters 52 extend in the sleeper direction Y and are arranged in plurality in the track direction X. The rafters 52 are arranged sparsely and densely in the track direction X according to the stress generated in the roof structure 5. The arrangement of the rafters 52 will be described later.

[0031] 4, roof outer panel 51 has a rectangular roof opening 51a formed at the position where air conditioning unit 7 is to be attached, and a pair of roof plates 68, 69 are joined to close roof opening 51a. The roof plates 68, 69 are watertight treated at the portions where they are joined to roof outer panel 51 and where the roof plates 68, 69 abut against each other. A through hole 70 is formed behind the roof plates 68, 69 to communicate between the interior and exterior of the vehicle.

[0032] The air conditioning unit 7 is connected to in-vehicle piping such as an air intake duct and an exhaust duct through a through-hole 70. A rectangular sealing rubber support 61 is joined to the roof structure 5 outside the through-hole 70. The sealing rubber support 61 has its joints with the roof plates 68, 69 treated to be watertight.

[0033] The roof structure 5 has first cooler mounting lower plates 62L, 62R and second cooler mounting lower plates 63L, 63R installed along the track direction X on both sides of the seal rubber support base 61 in the sleeper direction Y. First cooler mounting bases 65L, 65R are fixed to the upper surfaces of the first cooler mounting lower plates 62L, 62R, respectively. Second cooler mounting bases 66L, 66R and third cooler mounting bases 67L, 67R are fixed to the upper surfaces of the second cooler mounting lower plates 63L, 63R, respectively, in that order from the front.

[0034] A seal rubber (not shown) is attached to a seal rubber receiving base 61 on the underside of the air conditioner 7. The air conditioner 7 is fixed to the first to third cooler mounting bases 65L, 65R, 66L, 66R, 67L, and 67R with bolts or the like, with the seal rubber (not shown) pressed into the seal rubber receiving base 61 to seal in the circumferential direction. Note that the shapes, numbers, and mounting structures of the first and second cooler mounting lower plates 62L, 62R, 63L, and 63R and the first to third cooler mounting bases 65L, 65R, 66L, 66R, 67L, and 67R are not limited to those in this embodiment.

[0035] Pantograph mounting bases 81L and 81R for mounting a pantograph 8 are attached to the roof structure 5 along the track direction X behind the first to third cooler mounting bases 65L, 65R, 66L, 66R, 67L and 67R.

[0036] (Regarding rafter placement) As shown in Fig. 5, the roof structure 5 has multiple rafters 52 arranged in the track direction X. Both ends of each of the multiple rafters 52 in the sleeper direction Y are connected to long girders 50L, 50R, ensuring rigidity against stresses generated in the roof structure 5.

[0037] The multiple rafters 52 each have the same cross-sectional shape when cut along a direction perpendicular to the longitudinal direction (the vehicle length direction). Specifically, the multiple rafters 52 are each made of bent plate material and have the same plate thickness. For example, the rafters 52 are formed by bending a plate of a predetermined thickness (the plate thickness in this embodiment is set to 1.5 mm) using a jig, so that the cross-sectional shape of the rafters 52 in a direction perpendicular to the longitudinal direction is Z-shaped. The rafters 52 may be formed by other processing methods, such as extrusion molding using a mold. The cross-sectional shape of the rafters 52 may be a U-shape, an L-shape, or any other shape other than a Z-shape.

[0038] The roof structure 5 is optimized to obtain the required rigidity with the minimum mass by arranging the rafters 52 extending in the sleeper direction Y in the track direction X in a sparse or dense manner according to the stress generated in the roof structure 5.

[0039] 2 and 3, the rafters 52 are arranged on the same cross section as the vertical posts 32 (door pocket posts 35A to 35H, door end posts 34A to 34H, and end posts 33A and 33B). In this embodiment, on the same cross section means a position where the vertical posts 32, which receive a load, can transmit the load to the rafters 52. For example, the rafter 52 is considered to be arranged on approximately the same cross section as the vertical column 32, including not only when the rafter 52 is arranged so that its vertical axis coincides with the axis of the vertical column 32 (when the rafter 52 is arranged directly above the vertical column 32), when the rafter 52 is arranged so that its vertical axis falls within the area of ​​the track-direction width dimension of the vertical column 32 (when the rafter 52 is arranged within the range of the track-direction width dimension of the vertical column 32 and is directly joined), but also when the rafter 52 is arranged outside the area of ​​the track-direction width dimension of the vertical column 32 but in a position where it can receive load from the vertical column 32 (when the vertical column 32 and the rafter 52 are not directly joined but are arranged so that the load can be transmitted).

[0040] Hereinafter, the rafters 52 arranged on the same cross section as the vertical columns 32 will be referred to as first rafters 52A1 to 52A18 in order from the front. In the following description, the first rafters 52A1 to 52A18 may be collectively referred to as first rafter 52A. The vertical columns 32 and the first rafters 52A form an arch-shaped framework of the railway vehicle 1, which increases rigidity against external forces.

[0041] The railway vehicle 1 can be divided into multiple regions along the track direction X by door pocket posts 35A-35H, end posts 34A-34H, and end posts 33A, 33B. For example, the railway vehicle 1 of this embodiment has first to fourth door regions D1-D4 defined by the door pocket posts 35A-35H in correspondence with the side doors 13A-13D. The railway vehicle 1 has first to third side window regions W1-W3 defined by the end posts 34B-34G in correspondence with the side windows 12A-12C. The railway vehicle 1 has first and second end window regions EW1, EW2 defined by the end posts 34A, 34H and end posts 33A, 33B in correspondence with the end windows 11A, 11B. Door pockets (not shown) are provided on both sides of the side doors 13A-13D. The railway vehicle 1 has first to eighth door pocket areas DP1 to DP8 that are partitioned corresponding to the door pockets by the door pocket pillars 35A to 35H and the door end pillars 34A to 34H. The first rafters 52A are arranged on the boundaries of each area.

[0042] As shown in FIG. 5, in the roof structure 5, the rafters 52 are arranged regularly for each type of area according to the stress generated in the roof structure 5, etc.

[0043] Specifically, as shown in Fig. 3, the third side window area W3 is defined by the end posts 34F and 34G. As shown in Fig. 5, the roof structure 5 has first rafters 52A13 and 52A14 arranged on the same cross section as the end posts 34F and 34G. As shown in Fig. 6, three second rafters 52B are arranged between the first rafters 52A13 and 52A14. The three second rafters 52B are equally spaced apart at a predetermined spacing K21 between the first rafters 52A13 and 52A14. Similarly, second rafters 52B are arranged in the first side window area W1.

[0044] As shown in FIG. 3, the second end window area EW2 is defined by the tail post 34H and the end post 33B. As shown in FIG. 5, the roof structure 5 has first rafters 52A17 and 52A18 arranged on the same cross section as the tail post 34H and the end post 33B. As shown in FIG. 7, a third rafter 52C is arranged midway between the first rafters 52A17 and 52A18. Tensile and compressive loads act on both ends of the roof structure 5 and the side structure 3 in the track direction X from the end structure 4. Therefore, the spacing K31 between the first rafter 52A17, the third rafter 52C, and the first rafter 52A18 is narrower than the spacing K21 between the second rafters 52B (see FIG. 6). Similarly, a third rafter 52C is arranged in the first end window area EW1.

[0045] As shown in FIG. 3, the third door area D3 is defined by door pocket posts 35E and 35F. As shown in FIG. 5, the roof structure 5 has first rafters 52A11 and 52A12 arranged on the same cross section as the door pocket posts 35E and 35F. As shown in FIG. 6, two fourth rafters 52D are arranged between the first rafters 52A11 and 52A12. The two fourth rafters 52D are equally spaced at a predetermined spacing K22 between the first rafters 52A11 and 52A12. Loads such as those generated by passengers boarding and disembarking and the load of the opening / closing device 14 act on the roof structure 5 in the third door area D3, generating greater stress than in the third side window area W3. Therefore, the spacing K22 of the rafters 52 in the third door area D3 is narrower than the spacing K21 of the rafters 52 in the third side window area W3. Similarly, fourth rafters 52D are arranged in the first, second and fourth door areas D1, D2 and D4.

[0046] As described above, in the roof structure 5 of this embodiment, the rafters 52 are arranged at equal intervals in each of the first and third side window areas W1, W3, the first and second end window areas EW1, EW2, and the first to fourth door areas D1 to D4. The arrangement intervals K21, K22, K31 are set according to the stress generated in the roof structure 5 in each area.

[0047] In contrast, in the first to eighth door pocket areas DP1 to DP8 and the second side window area W2, the rafters 52 are not arranged at equal intervals.

[0048] Specifically, as shown in FIG. 3, the sixth door pocket area DP6 is defined by the door pocket post 35F and the door end post 34F. As shown in FIG. 5, the first rafters 52A12 and 52A13 are arranged on the same cross section as the door pocket post 35F and the door end post 34F of the roof structure 5. As shown in FIG. 6, a fifth rafter 52E is arranged between the first rafters 52A12 and 52A13. When the side door 13C collides with the door end post 34F during opening and closing, the roof structure 5 is subjected to a collision load, which may increase stress near the door end post 34F. Therefore, the fifth rafter 52E is arranged closer to the door end post 34F than the center of the sixth door pocket area DP6. That is, in the sixth door pocket area DP6, the arrangement distance K42 between the fifth rafter 52E and the first rafter 52A13 is narrower than the arrangement distance K41 between the first rafter 52A12 and the fifth rafter 52E. The arrangement distance K42 in the sixth door pocket area DP6 is narrower than the arrangement distance K22 of the rafters 52 in the third door area D3. Similarly, the fifth rafter 52E is arranged closer to the end post 34 in the first to fifth and seventh to eighth door pocket areas DP1 to DP5 and DP7 to DP8.

[0049] For example, as shown in FIG. 2, the second side window area W2 is defined by the tail post 34D and tail post 34E. As shown in FIG. 5, the roof structure 5 has first rafters 52A9 and 52A10 arranged on the same cross section as the tail post 34D and tail post 34E. As shown in FIG. 8, three sixth rafters 52F are arranged between the first rafters 52A9 and 52A10. For ease of explanation, the sixth rafters 52F in this embodiment are designated as sixth rafters 52F1, 52F2, and 52F3 from the front. Note that in FIG. 8, the opening area of ​​the through-hole 70 is virtually depicted by dot hatching.

[0050] The air conditioner 7 is attached to the roof structure 5 via the first to third cooler mounting bases 65L, 65R, 66L, 66R, 67L, and 67R and the seal rubber support 61. The roof structure 5 has through-holes 70 opening inside the second and third cooler mounting bases 66L, 66R, 67L, and 67R. To increase the rigidity of the roof structure 5 near the second and third cooler mounting bases 66L, 66R, 67L, and 67R, the front sixth rafter 52F1 is positioned toward the first rafter 52A9 and approximately directly below the second cooler mounting bases 66L and 66R, while the rear sixth rafter 52F3 is positioned toward the first rafter 52A10 and near the third cooler mounting bases 67L and 67R. The sixth rafter 52F2 is positioned approximately in the center of the through-hole 70. In this embodiment, the sixth rafter 52F2 is disposed between the first rafters 52A9 and 52A10.

[0051] As described above, in the roof structure 5 of this embodiment, the rafters 52 are arranged in a sparsely packed manner in accordance with the stress acting on the roof structure 5 in the first to eighth door pocket areas DP1 to DP8 and the second side window area W2.

[0052] As shown in Figure 7, the pantograph mounting bases 81L, 81R of the roof structure 5 are fixed to the first rafter 52A15, the two fourth rafters 52D, and the first rafter 52A16, which are arranged at equal intervals in the fourth door area D4. In the area where the pantograph 8 is attached, the rafters 52 are arranged at equal intervals with a predetermined spacing K22, but this spacing K22 is narrower than the spacing K21 (see Figure 6) of the rafters 52 in the third side window area W3 where roof equipment cannot be attached. Therefore, the rafters 52 are arranged more densely in the area where the pantograph 8 is attached than in the area where the pantograph 8 is not attached.

[0053] (Roof structure rigidity) Next, a description will be given of the rigidity of the roof structure 5 against the load acting on the railway vehicle 1 of this embodiment. As shown in Fig. 1, in the railway vehicle 1, the loads of the air conditioning unit 7 and the pantograph 8 act on the roof structure 5 at all times.

[0054] As shown in Figure 8, the roof structure 5 of this embodiment receives the load of the air conditioning unit 7 through the first to third cooler mounting bases 65L, 65R, 66L, 66R, 67L, 67R, the first and second cooler mounting lower plates 62L, 62R, 63L, 63R and the sealing rubber support base 61, and stress due to the load is generated near the first to third cooler mounting bases 65L, 65R, 66L, 66R, 67L, 67R.

[0055] The roof structure 5 has a through hole 70 in the second side window region W2, which increases the stress in the second side window region W2. The roof structure 5 is reinforced by arranging second cooler mounting lower plates 63L, 63R on both sides of the through hole 70 along the track direction X. However, the air conditioning unit 7 is heavy, weighing 600 kg. Therefore, it is desirable to use rafters 52 to increase the rigidity of the roof structure 5 near the through hole 70.

[0056] For example, as shown by the two-dot chain line in Figure 8, if the roof structure 5 is configured such that the second rafters 52B are equally spaced at a predetermined spacing K21 in the second side window area W2, as in the third side window area W3, the second cooler mounting bases 66L, 66R will be located between the first rafter 52A9 and the second rafter 52B immediately adjacent to it. In this case, the roof structure 5 may not be sufficiently rigid to withstand the stress resulting from the load applied to the second cooler mounting bases 66L, 66R.

[0057] However, in the roof structure 5 of this embodiment, as shown by the solid line in Fig. 8, the arrangement distance K12 between the first rafter 52A9 and the sixth rafter 52F1 arranged near the second cooler mounting bases 66L, 66R is narrower than the arrangement distance K11 between the sixth rafter 52F2 and the sixth rafter 52F1 arranged at a position away from the second cooler mounting bases 66L, 66R, and the rafters 52 are arranged densely near the second cooler mounting bases 66L, 66R. Therefore, the roof structure 5 can increase the rigidity near the second cooler mounting bases 66L, 66R by using only one type of rafter 52, without, for example, manufacturing rafters thicker than the rafters 52 and arranging them at equal intervals in the track direction X or arranging them near the second cooler mounting bases 66L, 66R.

[0058] The roof structure 5 is arranged such that the third cooler mounting bases 67L, 67R are closer to the through-hole 70 than the first cooler mounting bases 65L, 65R (see Figure 4), and the rigidity near the third cooler mounting bases 67L, 67R may be lower than the rigidity of the first cooler mounting bases 65L, 65R.

[0059] However, in the roof structure 5 of this embodiment, the arrangement distance K12 between the sixth rafter 52F3 and the first rafter 52A10 arranged near the third cooler mounting bases 67L, 67R is narrower than the arrangement distance K11 between the sixth rafter 52F2 and the sixth rafter 52F3 arranged at a position away from the third cooler mounting bases 67L, 67R, so that the rafters 52 are arranged densely near the third cooler mounting bases 67L, 67R. Therefore, the roof structure 5 can increase the rigidity near the third cooler mounting bases 67L, 67R by using only one type of rafter 52, without, for example, manufacturing rafters thicker than the rafters 52 and arranging them at equal intervals in the track direction X or arranging them near the third cooler mounting bases 67L, 67R.

[0060] In addition, by positioning the sixth rafters 52F1 and 52F3 close to the first rafters 52A9 and 52A10, respectively, the spacing K11 between the sixth rafters 52F1 to 52F3 exposed through the through holes 70 is widened, making it easier to connect piping to the air conditioning unit 7.

[0061] 7, the roof structure 5 of this embodiment receives the load of the pantograph 8 via the pantograph mounts 81L, 81R, generating stress near the pantograph mounts 81L, 81R. In the fourth door region D4 where the pantograph mounts 81L, 81R are attached, the spacing K22 between the first rafter 52A15, the two fourth rafters 52D, and the first rafter 52A16 is narrower than the spacing K21 between the rafters 52 in the third side window region W3, meaning that the rafters 52 are densely arranged. Therefore, the roof structure 5 can increase the rigidity near the pantograph mounts 81L, 81R using only one type of rafter 52, without, for example, manufacturing rafters thicker than the rafters 52 and arranging them at equal intervals in the track direction X or arranging them near the pantograph mounts 81L, 81R.

[0062] In the case where an automobile collides with the side structure 3 of the railway vehicle 1 at a railroad crossing or the like, for example, the vertical columns 32 receive the collision load. The railway vehicle 1 has an arch-shaped framework formed by the vertical columns 32 and the first rafters 52A. The side structure 3 transmits the collision load from the vertical columns 32 that have received the collision load to the first rafters 52A that are arranged on the same cross section as the vertical columns 32, thereby mitigating the collision load and suppressing deformation.

[0063] When passengers board or alight through door openings 314A-314D at stations or the like, tensile and compressive loads act on the first to fourth door regions D1-D4 of the railway vehicle 1. The stresses generated in the first to fourth door regions D1-D4 of the roof structure 5 tend to be greater than the stresses generated in the third side window region W3. The spacing K22 between the rafters 52 in the first to fourth door regions D1-D4 of the roof structure 5 is narrower than the spacing K21 between the rafters 52 in the third side window region W3, and the rigidity of the first to fourth door regions D1-D4 is higher than the rigidity of the third side window region W3. Therefore, the railway vehicle 1 can increase the rigidity of the roof structure 5 against the stresses generated when passengers board or alight using only one type of rafters 52.

[0064] Each time the side doors 13 of the railway vehicle 1 open or close, they collide with the end post 34, which can cause a tensile load to act on the roof structure 5 via the end post 34. In the first to eighth door pocket regions DP1 to DP8, the roof structure 5 has the fifth rafter 52E positioned closer to the end post 34 than the door pocket post 35, and the spacing between the rafters 52 is narrowed near the end post 34, resulting in a dense arrangement of the rafters 52. Therefore, the railway vehicle 1 can increase the rigidity of the roof structure 5 against the collision load of the side doors 13 near the end post 34 using only one type of rafter 52.

[0065] As described above, in the railway vehicle 1 of this embodiment, even when multiple rafters 52 of the same type are arranged on the roof structure 5 in the track direction, the rafters 52 are arranged densely in the mounting locations of the second cooler mounting bases 66L, 66R or the pantograph mounting bases 81L, 81R for mounting the air conditioner 7, rather than in locations where the air conditioner 7 and pantograph 8 cannot be mounted. This allows the railway vehicle 1 to increase the rigidity of the roof structure 5 against stresses generated in the mounting locations of the second cooler mounting bases 66L, 66R or the pantograph mounting bases 81L, 81R. The railway vehicle 1 has high productivity because the multiple rafters 52 arranged on the roof structure 5 can be manufactured under the same conditions using a single type of jig or mold. Therefore, according to the railway vehicle 1 of this embodiment, in a railway vehicle 1 having the air conditioner 7 and pantograph 8 mounted on the roof structure 5, the rigidity of the mounting locations of the air conditioner 7 and the pantograph 8 can be increased without impairing the productivity of the railway vehicle 1.

[0066] The embodiments disclosed in this specification are merely examples and do not limit the present invention in any way. Therefore, the technology disclosed in this specification can naturally be improved and modified in various ways without departing from the spirit of the invention. For example, the type, arrangement, and installation position of the rooftop equipment are not limited to those of the above-described embodiments.

[0067] For example, the rafters 52 do not have to be arranged on the same cross section as the vertical columns 32 (door pocket columns 35, door end columns 34, and end columns 33) that make up the side structure 3. However, in the railway vehicle 1, the first rafters 52A are arranged on the same cross section as the vertical columns 32, and an arch-shaped framework is formed by the vertical columns 32 and the first rafters 52A, thereby increasing the rigidity of the entire vehicle.

[0068] For example, in areas where roof equipment cannot be installed, such as the first and third side window areas W1, W3, the first and second end window areas EW1, EW2, and the first to fourth door areas D1 to D4, the rafters 52 may be arranged at equal intervals regardless of the area. In this case, the spacing between the rafters 52 in the installation area where roof equipment can be installed (for example, the second side window area W2) is narrower than the spacing between the rafters in areas where roof equipment cannot be installed, and the rafters 52 are arranged more closely together. However, by changing the spacing K21, K22, K31 between the rafters in each area, the rigidity of the roof structure 5 can be increased in accordance with the stress generated in the roof structure 5.

[0069] For example, the spacing K22 of the fourth rafters 52D in the door area may be the same as the spacing K21 of the second rafters 52B in the side window area, or may be wider than the spacing K21. However, by arranging the rafters 52 more closely in the door area than in the side window area, the rigidity of the roof structure 5 can be increased in accordance with the stress generated near the door opening 314 when passengers get on and off.

[0070] For example, the fifth rafter 52E may be positioned in the middle of the door pocket area, or closer to the door pocket post 35. However, in the railway vehicle 1, by arranging the rafters 52 closer together by narrowing the spacing between the rafters 52 on the door end post 34 side than on the door pocket post 35 side, the rigidity of the roof structure 5 can be increased in accordance with the stress generated near the door end post 34 when the side door 13 is opened or closed.

[0071] For example, in areas where roof equipment cannot be installed, such as the first and third side window areas W1, W3, the first and second end window areas EW1, EW2, the first and third door areas D1, D3, and the first to third, sixth to eighth door pocket areas DP1-DP3, DP6-DP8, the rafters 52 may be arranged at equal intervals regardless of the area. In this case, in installation areas where roof equipment can be installed (for example, the second side window area W2, the second and fourth door areas D2, D4, and the fourth and fifth door pocket areas DP4, DP5), the rafters 52 may be arranged more closely together by making the rafter spacing narrower than in areas where roof equipment cannot be installed.

[0072] In the side window region W2, the rafters 52 may be arranged at equal intervals in the track direction X at intervals narrower than the intervals in the region where roof-mounted equipment cannot be attached. [Explanation of symbols]

[0073] 1. Railway vehicles 3 Side structure 5 Roof structure 7 Air conditioning equipment 8 Pantograph 12 Side window 13 Side door 32 Vertical column 34(34A~34H) Door end pillar 35 (35A~35H) Door pocket pillar 52 Rafters 52A(52A1~52A18) 1st rafter 65L, 65R, 66L, 66R, 67L, 67R 1st to 3rd cooler mounting brackets 81L, 81R pantograph mounting base 312 (312A, 312C) Side window opening (1st and 3rd side window opening) 314 (314A, 314B, 314C, 314D) Door opening (1st to 4th door opening) D1~D4 Door area W1, W3: First and third side window regions DP1~DP8 1st to 8th door pocket areas X Orbital direction Y Sleeper direction Z vertical direction K11,K12,K21,K22,K41,K42 Arrangement interval

Claims

1. A railway vehicle having a roof structure in which a plurality of rafters extending in the sleeper direction are arranged in the track direction, and roof equipment attached to the roof structure, The plurality of rafters arranged on the roof structure are each made of a curved plate material, and are of one type of rafter having the same cross-sectional shape in the sleeper direction and the same plate thickness, In the roof structure, the rafters are arranged more densely in an attachment portion where the roof equipment is attached than in an attachment portion where the roof equipment is not attached. A railway vehicle configured as follows:

2. 2. The railway vehicle according to claim 1, a side structure coupled to the roof structure, the side structure has a plurality of openings that communicate the interior of the car with the exterior of the car, and vertical columns extending in the up-down direction are installed at both ends of the plurality of openings in the track direction, The plurality of rafters includes a first rafter arranged on the same cross section as the vertical column. A railway vehicle configured as follows:

3. A railway vehicle having a roof structure in which a plurality of rafters extending in the direction of the sleepers are arranged in the direction of the track, and roof equipment attached to the roof structure, In the roof structure, the rafters are arranged more densely in an attachment portion where the roof equipment is attached than in a portion where the roof equipment is not attached, a side structure coupled to the roof structure, the side structure has a plurality of openings that communicate the interior of the car with the exterior of the car, and vertical columns extending in the up-down direction are installed at both ends of the plurality of openings in the track direction, The plurality of rafters include a first rafter arranged on the same cross section as the vertical column; The plurality of openings include a door opening to which a side door is attached and a side window opening to which a side window is attached, In the roof structure, the rafters are arranged at a closer interval in a door region corresponding to the door opening than in a side window region corresponding to the side window opening. A railway vehicle configured as follows:

4. A railway vehicle having a roof structure in which a plurality of rafters extending in the direction of the sleepers are arranged in the direction of the track, and roof equipment attached to the roof structure, In the roof structure, the rafters are arranged more densely in an attachment portion where the roof equipment is attached than in a portion where the roof equipment is not attached, a side structure coupled to the roof structure, the side structure has a plurality of openings that communicate the interior of the car with the exterior of the car, and vertical columns extending in the up-down direction are installed at both ends of the plurality of openings in the track direction, The plurality of rafters include a first rafter arranged on the same cross section as the vertical column; the plurality of openings include a door opening to which a side door is attached; The vertical posts include a door pocket post arranged along the door opening, and a door end post located on the opposite side of the door opening with the door pocket post in between, the roof structure includes a door pocket area corresponding to the door end post and the door pocket post, The rafters arranged in the door pocket area are arranged at closer intervals to the door end post side than to the door pocket post side. A railway vehicle configured as follows:

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