Railway vehicles

Abstract

To provide a railway vehicle capable of preventing resonance between a vibration frequency of an underfloor device with respect to an underframe and a primary bending frequency in the vertical direction of a vehicle body while suppressing the transmission of high frequency vibration of the underfloor device with respect to the vehicle body.SOLUTION: A railway vehicle includes: a receiving metal fitting 13 extending in the width direction of a vehicle body such that an underfloor device 12 is suspended at a center portion and receiving metal fitting ends 130 protrude from the underfloor device 12; and mounting metal fittings 14 which are fixed to underframe ends 100 of an underframe 10 and to which the receiving metal fitting ends 130 of the receiving metal fitting 13 are fixed through flexible support springs 16. Each of the mounting metal fittings 14 has a horizontal portion 14L extending in a direction of the underfloor device 12 from the underframe ends 100. Each of the receiving metal fitting ends 130 is fixed to an end portion in the extending direction of the horizontal portion 14L through the flexible support spring 16. A dimension L2 of the mounting metal fitting 14 to a fixed position of the receiving metal fitting end 130 is set longer than a protruding length L1 of the receiving metal fitting end 130.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The present invention relates to a railway vehicle.

Background Art

[0002] It is necessary to reduce vibrations in the passenger compartment of a railway vehicle in order to improve passenger comfort. In recent years, due to the weight reduction associated with the high-speed operation of railway vehicles, body vibrations are likely to occur in railway vehicles. Among the body vibrations, the vertical elastic vibration is a cause of deteriorating passenger comfort. Among the vertical elastic vibrations, the first-order vertical bending vibration of the body, where the center of the body is the antinode of the vibration and the vicinity of the upper part of the bogie is the node of the vibration, is a cause of greatly deteriorating passenger comfort.

[0003] A railway vehicle excited by a force from the rail has its frequency determined by the running speed and the bogie distance, and the frequency increases as the speed increases. The vehicle body vibrates due to the excitation force from the rail. At that time, if the excitation frequency and the first-order vertical bending frequency of the vehicle body approach and a resonance phenomenon occurs, the vehicle body vibration becomes intense and the passenger comfort is impaired.

[0004] In addition, when the vibration of the under-floor equipment installed under the vehicle frame of the railway vehicle is transmitted to the vehicle body, the vibration in the passenger compartment increases. When the vibration frequency of the under-floor equipment approaches the first-order vertical bending frequency of the vehicle body, a resonance phenomenon occurs and the passenger comfort is greatly impaired. Patent Document 1 discloses a "suspension structure for under-floor equipment of a railway vehicle that reduces in-vehicle noise due to solid-borne sound" regarding the sound generated by the vibration of this under-floor equipment.

Prior Art Documents

Patent Documents

[0005]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0006] In the structure described in Patent Document 1, the crossbeam for suspending the equipment is long, resulting in a large amount of deflection at both ends of the crossbeam. The deflection at both ends of the crossbeam can be considered as a spring with a spring constant of "(weight of equipment supported by the beam) / (amount of deflection)". This spring is connected in series with the soft support spring, and since the two expand and contract simultaneously, the apparent spring constant decreases. Suspending the underfloor equipment with a low spring constant results in a lower vibration frequency. When this vibration frequency decreases and approaches the vibration frequency of the first-order bending vibration of the vehicle body, a resonance phenomenon occurs, which impairs passenger comfort. On the other hand, if the soft support spring is made stiffer to suppress the decrease in the apparent spring constant, the vibration of the underfloor equipment is transmitted to the vehicle body, increasing vibration in the passenger compartment and impairing passenger comfort. [Means for solving the problem]

[0007] A railway vehicle according to an aspect of the present invention includes a support extending in the width direction of the vehicle body, from which underfloor equipment is suspended in the center, with the extending end protruding from the underfloor equipment, and fixed to the end in the width direction of the underframe provided on the vehicle body of the railway vehicle, A flexible support spring capable of suppressing the transmission of high-frequency vibrations from the underfloor equipment to the vehicle body. The mounting plate comprises a mounting plate to which the extending end of the receiving plate is fixed via a horizontal portion extending from the vehicle body width direction end toward the underfloor equipment, and the extending end is connected to the extending end of the horizontal portion. soft support spring It is fixed via and the width dimension of the vehicle body to the fixing position of the extending end of the mounting plate is set to be longer than the protruding length of the extending end. Therefore, the protruding length is approximately equal to the width of the vehicle body of the flexible support spring fixed between the receiving plate and the mounting plate. . [Effects of the Invention]

[0008] According to the present invention, it is possible to suppress the transmission of high-frequency vibrations of underfloor equipment to the vehicle body while preventing resonance between the vibration frequency of the underfloor equipment relative to the underframe and the primary bending frequency of the vehicle body. [Brief explanation of the drawing]

[0009] [Figure 1] Figure 1 is a diagram showing the configuration of a railway vehicle according to an embodiment of the present invention. [Figure 2]Figure 2 shows the AA section of Figure 1. [Figure 3] Figure 3 is a perspective view of the underfloor equipment attached to the vehicle body. [Figure 4] Figure 4 shows a comparative example to this embodiment. [Figure 5] Figure 5 shows a modified example 1. [Figure 6] Figure 6 shows the configuration of the railway vehicle in modified example 2. [Figure 7] Figure 7 is a perspective view of the underfloor equipment in modified example 2. [Modes for carrying out the invention]

[0010] The embodiments for carrying out the present invention will be described below with reference to the figures. The following description and drawings are illustrative examples for explaining the present invention, and have been omitted and simplified as appropriate for clarity of explanation. In addition, in the following description, the same or similar elements and processes are denoted by the same reference numerals, and redundant explanations may be omitted. It should be noted that the contents described below are merely examples of embodiments of the present invention, and the present invention is not limited to the embodiments described below, and can be carried out in various other forms.

[0011] Figure 1 shows the configuration of a railway vehicle according to an embodiment of the present invention. The body 2 of the railway vehicle 1 is composed of a frame 10, a side frame 20, a roof frame 40, and an end frame 30. In the following, the front-rear direction of the vehicle is referred to as the x-direction, the vehicle width direction as the y-direction, and the vehicle height direction as the z-direction. Below the body 2 of the railway vehicle 1, bogies 7 are attached near the front and rear ends of the vehicle via air springs (not shown). The railway vehicle 1 moves on the track 5 by the traction force of the bogies 7. In addition, several underfloor devices 12 necessary for the operation of the railway vehicle 1 are attached below the body 2.

[0012] Figure 2 is a diagram showing the AA section of Figure 1, illustrating the support structure of the underfloor equipment 12. Figure 3 is a perspective view of the underfloor equipment 12 mounted under the car body 2, viewed from diagonally below. Mounting brackets 14 for attaching the underfloor equipment 12 to the underframe 10 are fixed to the underframe 10. The mounting brackets 14 are fixed to a highly rigid location within the underframe 10 in order to minimize deformation of the underframe 10 due to the weight of the underfloor equipment 12. Specifically, as shown in Figure 2, it is preferable to fix them to the underframe end 100 where the underframe 10 is connected to the side structure 20. Since the dimensions of the underfloor equipment 12 in the vehicle width direction vary depending on the equipment, it is generally fixed to the underframe end 100 using mounting brackets 14 as shown in Figure 2. In the configuration shown in Figure 2, a total of four mounting brackets 14 are used, one for each side (front, rear, left, and right).

[0013] On both sides of the underfloor equipment 12 in the x-direction, support brackets 13 for attaching the underfloor equipment 12 to the mounting bracket 14 are fixed by welding or the like. The support bracket 13 is a member that extends in the y-direction, and both ends in the y-direction protrude from the y-direction side of the underfloor equipment 12. The amount of protrusion (y-direction dimension) of this protruding part is L1. Hereinafter, this protruding part with dimension L1 will be referred to as the support bracket end 130. By fixing this support bracket end 130 to the mounting bracket 14 via a flexible support spring 16, the underfloor equipment 12 is attached to the underframe 10 of the car body 2.

[0014] The mounting bracket 14 is made of steel with an L-shaped cross-section (yz cross-section), and comprises a horizontal section 14L, a vertical section 14V extending vertically downward from the horizontal section 14L, and a rib 14R connecting the horizontal section 14L and the vertical section 14V. The mounting bracket 14 is fixed to the underframe end 100 with the tip of the horizontal section 14L facing inward towards the vehicle. The tip of the horizontal section 14L overlaps with the receiving end 130 of the receiving bracket 13, and the receiving end 130 is fixed to this overlapping portion via a flexible support spring 16. The flexible support spring 16 is intended to suppress the transmission of high-frequency vibrations from the underfloor equipment 12 to the vehicle body 2.

[0015] The underfloor equipment 12 is fixed to the frame end 100 via a support plate 13, a flexible support spring 16, and a mounting bracket 14. In this case, the underfloor equipment 12 and the support plate 13 can be considered as the movable side, with the flexible support spring 16 as the boundary, and the mounting bracket 14 as the fixed side. Therefore, the mass of the mounting bracket 14, which is on the fixed side, does not affect the vibration frequency, so by providing a rib 14R or making the wall thickness sufficiently thick to increase rigidity, deformations such as deflection and twisting can be sufficiently suppressed. On the other hand, the support plate 13, which is on the movable side, needs to have a small mass in order to suppress the decrease in the vibration frequency of the underfloor equipment 12, and it is difficult to make the wall thickness thick. Therefore, deflection and twisting are likely to occur at the support plate end 130 that protrudes from the y-side of the underfloor equipment 12. In such a configuration, with respect to the vibration of the underfloor equipment 12, the flexible support spring 16 and the support plate end 130 can be considered as elastic support parts.

[0016] In Figure 2, dimension L is the distance from the outer end face of the frame end 100 to which the mounting bracket 14 is fixed (i.e., the outer end face of the horizontal section 14L) to the side of the underfloor equipment 12, and is determined by the width dimension (y-direction dimension) of the underfloor equipment 12. In other words, the y-direction dimension of the horizontal section 14L of the mounting bracket 14 is set according to the width dimension of the underfloor equipment 12. Dimension L1 is the length dimension of the receiving bracket end 130. Dimension L2 is the y-direction dimension of the horizontal section 14L of the mounting bracket 14 minus the dimension of the part that overlaps with the receiving bracket end 130. Therefore, L = L1 + L2.

[0017] In this embodiment, by setting the dimension L2 of the mounting metal fitting 14 that does not affect the vibration frequency of the underfloor device 12 to be long, the dimension L1 of the receiving end portion 130 that affects the vibration frequency is made shorter. For example, it is set such that L2 > L1. More preferably, as shown in FIG. 2, the dimension L1 is made small enough that the soft support spring 16 can be fixed. With such a configuration, the deflection and torsion generated in the receiving end portion 130 can be suppressed to a small level. As a result, without making the soft support spring 16 rigid, the spring constant of the elastic support portion combined with the soft support spring 16, that is, the support rigidity of the underfloor device 12 can be made higher. Therefore, a decrease in the vibration frequency related to the suspension structure of the underfloor device 12 can be suppressed, and the occurrence of a resonance phenomenon with respect to the vehicle body vertical primary bending frequency can be prevented. Furthermore, the transmission of high-frequency vibrations in the vibrations of the underfloor device 12 to the vehicle body 2 can be suppressed by the soft soft support spring 16. Therefore, the comfort of the passengers can be improved.

[0018] FIG. 4 is a diagram showing a comparative example for this embodiment. In the comparative example, regardless of the width dimension (y-direction dimension) of the underfloor device 12, the underfloor device 12 is fixed by the mounting metal fitting 14 having the same y-direction dimension of the horizontal portion 14L. In FIG. 4, the y-direction dimension of the horizontal portion 14L is set to be substantially the same as the y-direction dimension of the underframe end portion 100. Therefore, in the case of the underfloor device 12 having a small y-direction dimension, the dimension L1 of the receiving end portion 130 becomes large, and the magnitude relationship between L1 and L2 becomes such that L2 < L1. When the dimension L1 becomes large in this way, compared with the configuration shown in FIG. 2, the receiving end portion 130 is more likely to deflect and twist. As a result, the support rigidity of the underfloor device 12 decreases, the vibration frequency of the underfloor device 12 becomes low, and it becomes easy to resonate with respect to the vehicle body vertical primary bending frequency.

[0019] On the one hand, in this embodiment, the horizontal portion 14L of the mounting metal fitting 14 is extended in the vehicle inner side direction according to the width dimension (y-direction dimension) of the underfloor equipment 12, and the dimension L2 is set to be longer than the dimension L1 of the receiving end portion 130. That is, by configuring such that L2 > L1, the deflection and torsion of the receiving end portion 130 are suppressed to a small extent. By adopting such a configuration, a decrease in the vibration frequency of the underfloor equipment 12 is suppressed, and the occurrence of a resonance phenomenon with respect to the vehicle body vertical primary bending frequency is prevented. In addition, since the deformation of the receiving end portion 130 is suppressed and the support rigidity of the underfloor equipment 12 is improved, the vibration frequency can be kept high as described above without making the soft support spring 16 stiffer. As a result, the transmission of high-frequency vibration in the vibration of the underfloor equipment 12 to the vehicle body 2 side is suppressed by the soft support spring 16, and the comfort of the passengers is maintained. Note that although the deflection and torsion of the receiving end portion 130 can also be suppressed by increasing the section coefficient of the receiving metal fitting 13, this causes an increase in the mass of the receiving metal fitting 13, and ultimately, the vibration frequency will decrease.

[0020] As described above, according to this embodiment, the deflection and torsion of the receiving metal fitting 13 are suppressed, and the support rigidity of the underfloor equipment 12 is increased. Therefore, the vibration frequency of the underfloor equipment 12 is increased, deviating from the vehicle body vertical primary bending vibration frequency, and the vibration in the passenger compartment is suppressed, so that a railway vehicle with passenger comfort can be provided. In addition, since the above effect can be obtained while keeping the support rigidity of the soft support spring 16 low, the transmission of high-frequency vibration in the vibration of the underfloor equipment 12 to the vehicle body 2 can be suppressed, and a railway vehicle with passenger comfort can be provided.

[0021] (Modification Example 1) FIG. 5 is a diagram showing Modification Example 1 of the above-described embodiment. The shape of the mounting metal fitting 24 in Modification Example 1 has a shape in which the top and bottom of the mounting metal fitting 14 shown in FIG. 2 are reversed. The vertical portion 24V of the mounting metal fitting 24 is fixed to the frame end portion 100 of the base frame 10. The receiving metal fitting 13 is placed on the horizontal portion 24L via the soft support spring 16. The mounting metal fitting 24 includes ribs 24R and has a sufficient wall thickness, and has sufficient rigidity as in the case of the mounting metal fitting 14. Other configurations are the same as those of the above-described embodiment.

[0022] In Modification 1, the horizontal portion 24L of the mounting bracket 24 is extended inward towards the vehicle in accordance with the width dimension (y-direction dimension) of the underfloor equipment 12, and the dimension L2 is configured to be longer than the dimension L1 of the support bracket end 130, i.e., L2 > L1, thereby suppressing deflection and twisting of the support bracket end 130. Therefore, Modification 1 also produces the same effects as the embodiment described above. That is, it is possible to suppress the decrease in the vibration frequency of the underfloor equipment 12 and prevent the occurrence of resonance phenomena with respect to the primary bending frequency of the vehicle body. Furthermore, without making the flexible support spring 16 stiffer, the soft flexible support spring 16 can suppress the transmission of high-frequency vibrations of the underfloor equipment 12 to the vehicle body 2.

[0023] In addition, since the support bracket 13 is positioned on the upper part of the horizontal section 24L of the mounting bracket 24, even if the flexible support spring 16 that flexibly supports the underfloor equipment 12 is damaged, the support bracket 13 will be supported by the horizontal section 24L of the mounting bracket 24, preventing the underfloor equipment 12 from falling.

[0024] (Modification 2) Figures 6 and 7 show a modified example 2 of the above-described embodiment. The railway vehicle 11 shown in Figure 6 differs from the railway vehicle 1 shown in Figure 1 in the position of the entrance, which is located in the central region in the longitudinal direction of the vehicle body 2. The underfloor equipment 12 is also mounted in the central region of the vehicle body 2. Figure 7 is a perspective view of the underfloor equipment 12 mounted below the vehicle body 2, viewed from diagonally below. Although not shown, the AA cross-sectional view is the same as the cross-sectional view shown in Figure 2. When considering the vertical elastic vibration of the entire vehicle body 2, the vicinity of the entrance 17 becomes an antinode of the vibration. In the case of the vehicle body 2 shown in Figure 6, the formation of the opening for the entrance 17 reduces the vertical bending rigidity of the vehicle body, which is expected to cause a decrease in the vibration frequency and an increase in the vibration amplitude, significantly impairing passenger comfort.

[0025] In the modified example 2, when attaching the underfloor equipment 12 to the vehicle body 2 with the above configuration, a pair of mounting brackets 34A and 34B as shown in Figures 6 and 7 are used instead of the four mounting brackets 14 in Figure 2. Of course, mounting brackets 34A and 34B may also be applied even if the entrance / exit 17 is not located in the central region of the vehicle body. Similar to the mounting brackets 14, each mounting bracket 34A and 34B is equipped with a horizontal section 34L, a vertical section 34V, and a rib 34R. Compared with the mounting bracket 14 in Figure 2, mounting brackets 34A and 34B extend longer in the longitudinal direction (x direction) of the vehicle body. The y-positive end 130 of the pair of support brackets 13A and 13B provided on both sides of the underfloor equipment 12 in the x direction is fixed to the mounting bracket 34A located on the y-positive side via a flexible support spring 16. On the other hand, the y-minus end portions 130 of the pair of support plates 13A and 13B are fixed to the mounting plate 34B, which is located on the y-minus side, via flexible support springs 16. The ribs 34R are provided near the locations where the flexible support springs 16 are fixed. The position and number of ribs 34R are not limited to these.

[0026] In the modified example 2, dimensions L1 and L2 are set in the same way as in the embodiment shown in Figure 2. As a result, the decrease in the vibration frequency of the underfloor equipment 12 is suppressed, and the occurrence of resonance phenomena with respect to the primary bending frequency of the vehicle body is prevented. In addition, since deflection and twisting of the support end 130 can be suppressed, there is no need to stiffen the flexible support spring 16, and the soft flexible support spring 16 can suppress the transmission of high-frequency vibrations of the underfloor equipment 12 to the vehicle body 2.

[0027] In addition, in Modification 2, the x-direction dimensions of the mounting brackets 34A and 34B, which are fixed to the central region of the vehicle body, are set to be large so that they extend in the longitudinal direction (x-direction) of the vehicle body. As shown in Figure 6, even when an entrance / exit 17 is provided in the central region of the vehicle body, the mounting brackets 34A and 34B can increase the vertical bending rigidity of the vehicle body. This increases the apparent spring constant related to the vertical bending of the vehicle body, and suppresses the decrease in vibration frequency when the spring related to this vertical bending of the vehicle body, the flexible support spring 16, and the apparent springs of the receiving brackets 13A and 13B are connected in series, thus maintaining passenger comfort. It is also possible to apply the configuration of Modification 1 described above to Modification 2.

[0028] According to the embodiments, modified example 1, and modified example 2 of the present invention described above, the following effects are achieved.

[0029] (C1) As shown in Figures 1 to 3, the railway vehicle 1 includes a support bracket 13 that extends in the width direction of the vehicle body 1, from which underfloor equipment 12 is suspended in the center, with a support end 130 in the extending direction protruding from the underfloor equipment 12, and a mounting bracket 14 that is fixed to the frame end 100 in the width direction of the frame 10 provided on the vehicle body 2 of the railway vehicle 1, and to which the support end 130 of the support bracket 13 is fixed via a flexible support spring 16 which is a vibration damping device. The mounting bracket 14 has a horizontal portion 14L that extends from the frame end 100 toward the underfloor equipment 12, and the support end 130 is fixed to the extension direction end of the horizontal portion 14L via the flexible support spring 16, and the dimension L2 from the mounting bracket 14 to the fixing position of the support end 130 is set to be longer than the protruding length L1 of the support end 130.

[0030] As described above, the horizontal portion 14L of the mounting bracket 14 is extended from the frame end 100 towards the underfloor equipment 12, and the receiving bracket end 130 is fixed to the extended end via a flexible support spring 16. Furthermore, for mounting brackets 14 that can secure the necessary rigidity, the dimension L2 is set to be longer than the protruding length L1 of the receiving bracket end 130. As a result, the length of the receiving bracket end 130 is shortened, deflection and twisting of the receiving bracket end 130 are suppressed, and the support rigidity of the underfloor equipment 12 can be increased without making the flexible support spring 16 stiffer. As a result, it is possible to suppress the transmission of high-frequency vibrations of the underfloor equipment 12 to the vehicle body, while preventing resonance between the vibration frequency of the underfloor equipment 12 relative to the frame 10 and the primary bending frequency of the vehicle body.

[0031] (C2) In (C1) above, as shown in Figure 5, the receiving end 130 is fixed to the vertically upper surface of the horizontal portion 24L via a flexible support spring 16. Therefore, in addition to the effects described in (C1) above, even if the flexible support spring 16 is damaged, the receiving end 13 is supported by the horizontal portion 24L of the mounting bracket 24, preventing the underfloor equipment 12 from falling.

[0032] (C3) In (C1) or (C2) above, as shown in Figure 2, the mounting bracket 14 is fixed to the frame end 100 of the frame 10 and includes a vertical portion 14V that protrudes vertically from the horizontal portion 14L, and a rib 14R that connects the horizontal portion 14L and the vertical portion 14V. By providing the vertical portion 14V and the rib 14R with respect to the horizontal portion 14L, the rigidity of the horizontal portion 14L can be further increased.

[0033] (C4) In (C1) or (C2) above, as shown in Figures 6 and 7, the vehicle body 2 has an entrance / exit 17 and underfloor equipment 12 arranged in the central region in the longitudinal direction of the vehicle body, and the support brackets 13a and 13B extending in the width direction of the vehicle body include a first support bracket 13A provided on one side of the underfloor equipment 12 in the longitudinal direction of the vehicle body and a second support bracket 13B provided on the other side, and the mounting brackets 34A and 34B include a first mounting bracket 34A fixed to one end 100 of the underframe 10 in the width direction of the vehicle body and extending in the longitudinal direction of the vehicle body The first mounting bracket 34A includes a second mounting bracket 34B fixed to the other end 100 of the frame 10 in the width direction of the vehicle body and extending in the longitudinal direction of the vehicle body, wherein one end of the first and second receiving brackets 13A, 13B in the width direction of the vehicle body (i.e., the receiving bracket end 130 on the positive y-direction side) is fixed to the first mounting bracket 34A via a flexible support spring 16, and the other end of the first and second receiving brackets 13A, 13B in the width direction of the vehicle body (i.e., the receiving bracket end 130 on the negative y-direction side) is fixed to the second mounting bracket 34B via a flexible support spring 16.

[0034] As shown in Figure 7, the mounting brackets 34A and 34B fixed to the central region of the vehicle body extend in the longitudinal direction (x direction) of the vehicle body. Therefore, even when an entrance / exit 17 is provided in the central region of the vehicle body, the mounting brackets 34A and 34B can increase the vertical bending rigidity of the vehicle body. As a result, the apparent spring constant related to the vertical bending of the vehicle body increases, and the reduction in vibration frequency when the spring related to this vertical bending of the vehicle body, the flexible support spring 16, and the apparent springs of the receiving brackets 13A and 13B are connected in series is suppressed, which has the effect of maintaining passenger comfort.

[0035] The embodiments and various modifications described above are merely examples, and the present invention is not limited to these, as long as the features of the invention are not impaired. Furthermore, although various embodiments and modifications have been described above, the present invention is not limited to these. Other embodiments conceivable within the scope of the technical idea of ​​the present invention are also included within the scope of the present invention. [Explanation of Symbols]

[0036] 1, 11…Railway vehicle, 2…Car body, 5…Track, 7…Bogie, 10…Underframe, 12…Underfloor equipment, 13, 13A, 13B…Support bracket, 14, 24, 34A, 34B…Mounting bracket, 14L, 24L…Horizontal section, 14R, 24R, 34R…Rib, 14V, 24V, 34V…Vertical section, 16…Flexible support spring, 20…Side structure, 30…End structure, 40…Roof structure, 100…Underframe end, 130…Support bracket end

Claims

1. A support bracket extending in the width direction of the railway vehicle body, with underfloor equipment suspended from its central portion and its extending end protruding from the underfloor equipment, The railway vehicle comprises a mounting bracket fixed to the end in the width direction of the underframe provided on the vehicle body, and the extending end of the support bracket is fixed via a flexible support spring capable of suppressing the transmission of high-frequency vibrations of the underfloor equipment to the vehicle body, The mounting bracket has a horizontal portion extending from the end in the width direction of the vehicle body toward the underfloor equipment, The extension end is fixed to the extension end of the horizontal portion via the flexible support spring. The dimension in the vehicle width direction from the mounting bracket to the fixing position of the extending end is set to be longer than the protruding length of the extending end. A railway vehicle in which the protruding length is approximately equal to the width of the flexible support spring fixed between the receiving plate and the mounting plate.

2. In the railway vehicle described in claim 1, The extension end is fixed to the vertically upper surface of the horizontal portion via the flexible support spring, in a railway vehicle.

3. In the railway vehicle according to claim 1 or 2, The aforementioned mounting bracket is A vertical portion is fixed to the end of the frame in the width direction of the vehicle body and protrudes vertically from the horizontal portion, A railway vehicle comprising a rib connecting the horizontal section and the vertical section.

4. In the railway vehicle according to claim 1 or 2, The vehicle body has the underfloor equipment arranged in the central region in the longitudinal direction of the vehicle body, and also has an entrance / exit. The support bracket extending in the width direction of the vehicle body includes a first support bracket provided on one side of the underfloor equipment in the longitudinal direction of the vehicle body and a second support bracket provided on the other side. The mounting bracket includes a first mounting bracket fixed to one end of the underframe in the width direction of the vehicle body and extending in the front-rear direction of the vehicle body, and a second mounting bracket fixed to the other end of the underframe in the width direction of the vehicle body and extending in the front-rear direction of the vehicle body. The first mounting plate is fixed to the first and second receiving plates via the flexible support spring at one end in the vehicle body width direction. A railway vehicle to which the other ends of the first and second support plates in the vehicle body width direction are fixed via the flexible support springs.

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