Railway vehicles

Abstract

To provide a railway vehicle capable of reducing stress concentration in joints of door columns.SOLUTION: A rail 10 guiding a sliding movement of a door 7 extends along a track direction on an inner surface of a side structure 22 on a side of a roof structure 23 of a boarding door 4, an air cylinder 8, which is a driving source of the sliding movement of the door 7, is located on the roof structure 23 side of the rail 10 with a predetermined gap g relative to the rail 10, and a door column 122 on an open side of the door 7 comprises a fixed portion 123 to be joined to the inner surface of the side structure 22 at a part of the gap g at an end on the roof structure 23 side.SELECTED DRAWING: Figure 2

Description

[[Technical Field]]

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

[0002] Conventionally, in high-speed railway vehicles, airtight doors are used for the entrances provided on the side surfaces of the vehicle. This is to prevent the air pressure inside the vehicle from fluctuating rapidly due to the air pressure difference generated inside and outside the vehicle when the vehicle passes through a tunnel or passes an oncoming train. As an airtight door, for example, the vehicle door device disclosed in Patent Document 1 is known.

[0003] The structure of the conventional airtight door will be described with reference to FIGS. 15 to 20. FIG. 15 is a diagram showing a door according to the related art as viewed from the inside of the vehicle body, and shows a state where the door is in a closed position. FIG. 16 is a sectional view taken along line I-I of FIG. 15. FIG. 17 is a sectional view taken along line J-J of FIG. 15. FIG. 18 is a diagram showing the door according to the related art as viewed from the inside of the vehicle body, and shows a state where the door is in an open position. FIG. 19 is a sectional view taken along line K-K of FIG. 18. FIG. 20 is a sectional view taken along line L-L of FIG. 18. In FIGS. 15 and 18, the left-right direction in the drawings is the track direction, and the up-down direction in the drawings is the height direction. In FIGS. 16 and 19, the left-right direction in the drawings is the track direction, and the up-down direction in the drawings is the sleeper direction. In FIGS. 17 and 20, the left-right direction in the drawings is the sleeper direction, and the up-down direction in the drawings is the height direction.

[0004] The vehicle body 100 is formed into a substantially hexahedral shape by, for example, a floor structure 101 forming the floor of the vehicle body 100, a side structure 102 forming the side of the vehicle body 100, a roof structure 103 forming the roof of the vehicle body 100, and end structures (not shown) forming the front and rear surfaces of the vehicle body 100. An entrance 104 for passengers to get on and off is provided on a side surface of the vehicle body 100, and the entrance 104 is opened and closed by a door 105.

[0005] The door 105 is opened and closed, for example, by an air cylinder 106. The air cylinder 106 is mounted on the inner surface of the vehicle body 100 above the entrance / exit 104. The air cylinder 106 is equipped with an operating rod 1061 that can move back and forth in the track direction of the vehicle body 100 by operating air. This operating rod 1061 and the door 105 are connected by a connecting member 108. As the operating rod 1061 moves back and forth, the door 105 slides between a closed position that blocks the entrance / exit 104 (the position shown in Figure 15) and an open position that opens the entrance / exit 104 (the position shown in Figure 18). In Figures 15 and 18, the right side is the opening direction of the door 105, and the left side is the closing direction of the door 105.

[0006] The air cylinder 106 has a rail 107 that extends in the direction of the track integrated into it. The door 105 is suspended from the rail 107 by a pulley member 109, which guides the sliding movement of the door 105.

[0007] Furthermore, a pair of door pillars 110 and 111 are erected at both ends of the entrance / exit 104 in the direction of the track, extending from the floor structure 101 towards the roof structure 103.

[0008] The door post 110 extends vertically from the floor structure 101 to the upper end of the door 105 on the closing side of the entrance / exit 104 (left side in Figures 15 and 18). The lower end of the door post 110 in the vertical direction is joined to the floor structure 101 by welding (welded joint W51). The door post 110 also has a joint 110a for joining to the side structure 102. The joint 110a is joined to the side structure 102 (welded joint W52). Since the joint 110a is provided along the entire length of the door post 110 in the vertical direction, the door post 110 is joined to the side structure 102 along its entire length in the vertical direction.

[0009] The door post 111 extends vertically from the floor structure 101 to the roof structure 103 on the opening side of the entrance / exit 104 (right side in Figures 15 and 18). The lower end of the door post 111 in the vertical direction is joined to the floor structure 101 by welding (welded joint W53). In addition, as shown in Figures 17 and 20, the door post 111 has a curved portion 111a at its upper end in the vertical direction to avoid interference with the air cylinder 106 and the rail 107, and the tip of this curved portion 111a is joined to the roof structure 103 by welding (welded joint W54). Note that the door post 111 is not joined to the side structure 102 because a gap needs to be provided between the door post 111 and the side structure 102 for the door 105 to pass through when it slides in the opening direction.

[0010] Furthermore, the door posts 110 and 111 are equipped with pressing means 112 that press the door 105, which is in the closed position, outward toward the side of the vehicle body 100 in the direction of the sleepers (upward in Figures 16 and 19), and bring it into close contact with the periphery of the entrance / exit 104. The pressing means 112 uses an air cylinder or the like to move a pressing part 112a for pressing the door 105 back and forth in the direction of the sleepers, and examples of such devices are known, such as the door retaining device disclosed in Patent Document 1 and the retaining device disclosed in Patent Document 2. In addition, the door posts 110 and 111 are each equipped with two pressing means 112, so that the door 105 is pressed at four points. [Prior art documents] [Patent Documents]

[0011] [Patent Document 1] Japanese Patent Publication No. 2008-174149 [Patent Document 2] Japanese Patent Publication No. 2006-15814 [Overview of the project] [Problems that the invention aims to solve]

[0012] For example, when a railway vehicle passes through a tunnel or when it passes an oncoming train, a pressure difference is created between the inside and outside of the vehicle body 100, and an airtight load is applied to the vehicle body 100. As a result, the vehicle body 100 expands or contracts. When the vehicle body 100 expands, a force is applied to the floor structure 101 and the roof structure 103 in a direction that moves them apart from each other. On the other hand, when the vehicle body 100 contracts, a force is applied to the floor structure 101 and the roof structure 103 in a direction that moves them together from each other. In this way, when a force is applied to the floor structure 101 and the roof structure 103 in a direction that moves them apart or together, stress concentration occurs in the welded joints W53 and W54 due to the reaction force in the direction of expansion and contraction of the door column 111, because the door column 111 is joined to the floor structure 101 and the roof structure 103 in a bracing manner. Similarly, when a pressure difference occurs between the inside and outside, the door pillars 110 and 111 receive the pressure load applied to the door 105 via the pressing means 112 in the bending direction of the beams of the door pillars 110 and 111. At this time, stress concentration occurs at the welded joints W53 and W54. These stress concentrations may cause fatigue failure. To prevent fatigue failure, it is conceivable to improve the strength of the floor structure 101, roof structure 103, and door pillars 111, but this is undesirable because it would lead to increased manufacturing costs and mass of the railway vehicle.

[0013] The present invention aims to solve the above-mentioned problems and to provide a railway vehicle that can reduce stress concentration at the joint portion of the door pillar. [Means for solving the problem]

[0014] To solve the above problems, the railway vehicle of the present invention has the following configuration.

[0015] (1) A floor structure forming the floor of the vehicle body, a side structure forming the side of the vehicle body, a roof structure forming the roof of the vehicle body, an entrance / exit provided on the side, a sliding door that slides along the track direction of the vehicle body between a closed position that closes the entrance / exit and an open position that opens the entrance / exit, an opening / closing means that is the driving source for the sliding movement, a rail that guides the sliding movement, a pair of door pillars erected on the floor structure along the side structure at both ends of the entrance / exit in the track direction, and the door provided on the door pillars in the closed position A railway vehicle comprising a pressing means for pressing A outward in the direction of the sleepers of the vehicle body and bringing it into close contact with the periphery of the entrance / exit, wherein the rail extends along the direction of the track on the inner surface of the side structure on the side of the roof structure of the entrance / exit, the opening and closing means is disposed on the side of the rail on the side of the roof structure with a predetermined gap from the rail, and of the pair of door pillars, the door pillar on the side in the direction of opening the door is provided with a fixing part at the end on the side of the roof structure for joining to the inner surface of the side structure at the gap. The predetermined gap mentioned above refers to a gap of a size that allows work to be performed to join the fixing part to the side structure.

[0016] (2) The railway vehicle described in (1) is characterized in that both of the pair of door pillars are integrally connected by the fixing part at the end on the roof structure side, forming a substantially U-shaped frame that opens to the floor structure side.

[0017] (3) In the railway vehicle described in (1), the door pillar on the side of the pair of door pillars that is in the direction of opening the door is formed in a substantially L shape, such that the fixing portion extends from the end of the door pillar on the side of the roof structure toward the track.

[0018] According to the above railway vehicle, among the pair of door pillars erected on the floor structure along the side structure at both ends of the entrance / exit in the track direction, the door pillar on the door opening direction side is joined to the side structure by utilizing the gap between the opening / closing device and the rail. Therefore, even if the car body expands or contracts due to an airtight load and a force acting in a direction that moves the floor structure and the roof structure away from each other or toward each other is applied, the door pillar receives the load in the bending direction instead of the axial force direction, so the relative expansion and contraction of the joined portion is less than that in the conventional art, and stress concentration is less likely to occur. In addition, since the end portion of the door pillar on the door opening direction side on the roof structure side is joined to the side structure, the length of the door pillar is shorter than that in the conventional art, so stress concentration is less likely to occur in the portion where the door pillar is joined. These effects make it possible to suppress the occurrence of fatigue fracture in the car body caused by stress concentration. Furthermore, the manufacturing cost and mass of the railway vehicle required for strength improvement to prevent fatigue fracture can be reduced. Effects of the Invention

[0019] According to the railway vehicle of the present invention, it is possible to reduce stress concentration at the joined portion of the door pillar. Brief Description of the Drawings

[0020] [Figure 1] It is a side view of the railway vehicle according to the first embodiment. [Figure 2] It is a view showing the door as viewed from the inside of the car body, and shows a state where the door is in the closed position. [Figure 3] It is an A-A cross-sectional view of Figure 2. [Figure 4] It is a B-B cross-sectional view of Figure 2. [Figure 5] It is a view showing the door as viewed from the inside of the car body, and shows a state where the door is in the open position. [Figure 6] It is a C-C cross-sectional view of Figure 5. [Figure 7] It is a D-D cross-sectional view of Figure 5. [Figure 8] It is a view showing a door according to the second embodiment as viewed from the inside of the car body, and shows a state where the door is in the closed position. [Figure 9] This is a cross-sectional view of EE in Figure 8. [Figure 10] Figure 8 is a cross-sectional view of the FF. [Figure 11] This diagram shows the door in the third embodiment as viewed from inside the vehicle body, indicating that the door is in the closed position. [Figure 12] Figure 11 is a cross-sectional view of GG. [Figure 13] Figure 11 is a cross-sectional view of HH. [Figure 14] This diagram shows the door in the third embodiment as viewed from inside the vehicle body, indicating that the door is in the open position. [Figure 15] This diagram shows a conventional door as viewed from inside the vehicle body, indicating that the door is in the closed position. [Figure 16] This is a cross-sectional view II in Figure 15. [Figure 17] Figure 15 is a cross-sectional view of the JJ section. [Figure 18] This diagram shows a conventional door as viewed from inside the vehicle body, indicating that the door is in the open position. [Figure 19] Figure 18 is a cross-sectional view of KK. [Figure 20] Figure 18 is a cross-sectional view of LL. [Modes for carrying out the invention]

[0021] (First Embodiment) A first embodiment of the railway vehicle according to the present invention will be described in detail with reference to Figures 1 to 7. Figure 1 is a side view of the railway vehicle 1 according to the first embodiment. In Figure 1, the left-right direction is the track direction, and the up-down direction is the height direction. Figure 2 is a view of the door 7 from inside the vehicle body 2, showing the door 7 in the closed position. Figure 3 is a cross-sectional view of Figure 2 at AA. Figure 4 is a cross-sectional view of Figure 2 at BB. Figure 5 is a view of the door 7 from inside the vehicle body 2, showing the door 7 in the open position. Figure 6 is a cross-sectional view of Figure 5 at CC. Figure 7 is a cross-sectional view of Figure 5 at DD. In Figures 2 and 5, the left-right direction is the track direction, and the up-down direction is the height direction. In Figures 3 and 6, the left-right direction is the track direction, and the up-down direction is the sleeper direction. In Figures 4 and 7, the left-right direction is the sleeper direction, and the up-down direction is the height direction.

[0022] Railway vehicle 1 is, for example, an express train that runs on a track 6. As shown in Figure 1, this railway vehicle 1 comprises a car body 2 and a bogie 3 that supports the car body 2.

[0023] The vehicle body 2 is configured to form a hexahedron by comprising a floor structure 21 that forms the floor of the railway vehicle 1, a pair of side structures 22 erected at both ends of the floor structure 21 in the direction of the sleepers (depth direction in Figure 1) to form the sides of the railway vehicle 1, a pair of gable structures 24 erected at both ends of the floor structure 21 in the direction of the track to form the coupling section of the railway vehicle 1, and a roof structure 23 positioned at the upper ends of the gable structures 24 and the side structures 22 to form the roof of the railway vehicle 1. Each structure 21, 22, 23, and 24 has a double-skin structure made of aluminum alloy. Although a double-skin structure is shown in this figure, an aluminum welded structure or a mechanically fastened structure may also be used. Furthermore, the material is not limited to aluminum alloy; other light alloys or stainless steel may also be used.

[0024] Furthermore, the side sections (side structures 22) of the vehicle body 2 are provided with passenger entrances and exits 4, 4 at both ends in the direction of the track. In addition, multiple windows 5 are provided on the side sections at predetermined intervals, sandwiched between the entrances and exits 4, 4. The side section not shown in Figure 1 (the rear side section in Figure 1) is similarly equipped with entrances and exits 4 and windows 5. In other words, there are four entrances and exits 4 per vehicle body 2. However, the number of entrances and exits 4 and windows 5 provided on the vehicle body 2 are not particularly limited.

[0025] The entrance / exit 4 is opened and closed by door 7. Door 7 is a sliding door that slides between a closed position that blocks the entrance / exit 4 and an open position that opens the entrance / exit 4. The position of door 7 shown in Figure 2 is the closed position. From this closed position, it is possible to slide to the right in the figure, and the position of door 7 shown in Figure 5 is the open position. Also, from the open position shown in Figure 5, sliding to the left in the figure will move it to the closed position shown in Figure 2. In other words, the right side in Figures 2 and 5 is the opening direction of door 7, and the left side in Figures 2 and 5 is the closing direction of door 7. Note that the opening and closing directions may be reversed.

[0026] Door 7 is suspended from rail 10 by pulley member 11. Rail 10 is fixed to the inner surface of side structure 22 on the side of roof structure 23 of entrance / exit 4 (upper part in Figures 2 and 5). Rail 10 also extends along the track direction from near the left end of entrance / exit 4 in the figure, beyond the right end, to guide the sliding movement of door 7 to the right in the figure. Note that this extension of rail 10 to the right in the figure is merely an example; when door 7 slides to the left in the figure, rail 10 naturally extends to the left in the figure.

[0027] On the side of the rail 10 facing the roof structure 23, an air cylinder 8 (an example of an opening / closing mechanism) is attached to the inner surface of the vehicle body 2 with a predetermined gap g relative to the rail 10. Specifically, it is attached to the inner surface of the roof structure 23, near the boundary between the side structure 22 and the roof structure 23. However, the position where the air cylinder 8 is attached does not matter as long as it is a position that can secure the gap g, and it does not matter whether it is on the roof structure 23 or the side structure 22.

[0028] The air cylinder 8 is equipped with an operating rod 81 that can move back and forth along the track direction of the vehicle body 2 by operating air. The operating rod 81 has its opening side as the direction of travel, so the right side in Figure 2 is the direction of travel of the operating rod 81. A connecting member 9 is connected to the end of the operating rod 81 on the side facing the direction of travel.

[0029] The connecting member 9 is formed in a roughly L-shape by a first piece 91 extending from the tip of the operating rod 81 toward the rail 10 side (downward side in Figures 2 and 5), and a second piece 92 extending from the lower end of the first piece 91 toward the entrance / exit 4 side (left side in Figures 2 and 5). The tip of the second piece 92 is connected to the pulley member 11 on the door pillar 122 side, which will be described later. In other words, the operating rod 81 and the pulley member 11 are connected via the connecting member 9. As a result, the door 7 suspended from the pulley member 11 moves forward and backward as the operating rod 81 moves back and forth. That is, it slides between the closed position and the open position.

[0030] Furthermore, a frame 12 is provided on the vehicle body 2 so as to face the inner peripheral edge of the entrance / exit 4 on the vehicle body 2. The frame 12 is made of aluminum alloy and is formed in a roughly U-shape that opens towards the floor structure 21 by a pair of door pillars 121 and 122 located at both ends of the entrance / exit 4 in the direction of the track, and a fixing part 123 that connects the ends of the door pillars 121 and 122 on the roof structure side.

[0031] The door post 121 is erected on the floor structure 21 along the side structure 22 on the closing side of the entrance / exit 4 (left side in Figures 2 and 5). The upper end of the door post 121 on the side of the roof structure 23 is located within the gap g in the height direction. The lower end of the door post 121 on the side of the floor structure 21 is joined to the floor structure 21 by welding (welded part W11). The door post 121 also has a joint 121a that extends toward the side structure 22, and is formed in a roughly L-shape in the cross-sectional view shown in Figure 3. The tip of the joint 121a on the side of the side structure 22 is joined to the side structure 22 by welding (welded part W12). Since the joint 121a is provided along the entire length of the door post 121 in the height direction, the door post 121 is joined to the side structure 22 along its entire length in the height direction.

[0032] The door post 122 is erected on the floor structure 21 along the side structure 22 on the opening side of the entrance / exit 4 (right side in Figures 2 and 5). The upper end of the door post 122 on the side of the roof structure 23 is located within the range of gap g in the height direction. The lower end of the door post 122 on the side of the floor structure 21 is joined to the floor structure 21 by welding (welded part W13). In addition, the door post 122 is formed in a roughly rectangular shape in the cross-sectional view shown in Figure 3, and a gap is formed between the door post 122 and the side structure 22. This gap is the part that the door 7 passes through when it slides in the opening direction.

[0033] The fixing portion 123 extends in the direction of the track and connects the upper ends of the door posts 121 and 122. Furthermore, as shown in Figure 4, the fixing portion 123 extends horizontally toward the side structure 22 through the gap g, and its tip is joined to the side structure 22 by welding (welded portion W14). Since the fixing portion 123 extends along the entire length of the frame 12 in the direction of the track, the frame 12 is joined to the side structure 22 at its upper end along the entire length of the frame 12 in the direction of the track. As described above, the frame 12 is fixed to the vehicle body 2 by the welded portions W11, W12, W13, and W14. The size of the gap g in the height direction is set to be large enough for the pulley member 11 to pass over the rail 10, and large enough to allow work to be done to join the air cylinder 8 to the side structure 22.

[0034] Furthermore, the door pillars 121 and 122 are equipped with pressing means 13 that press the door 7, which is in the closed position, outward in the direction of the sleepers of the vehicle body 2 (upward in Figures 3 and 6, and leftward in Figures 4 and 7), and bring it into close contact with the periphery of the entrance / exit 4. The pressing means 13 uses an air cylinder or the like to move a pressing part 13a for pressing the door 7 back and forth in the direction of the sleepers, and examples of such devices are known, such as the door retaining device disclosed in Patent Document 1 and the retaining device disclosed in Patent Document 2. In addition, the door pillars 121 and 122 are each equipped with two pressing means 13, so that the door 7 is pressed at four points. When the door 7 is pressed outward in the direction of the sleepers by the pressing means 13, it comes into close contact with the sealing member 14 provided on the periphery of the entrance / exit 4. As a result, airtightness inside the vehicle body 2 is maintained, so that the air pressure inside the vehicle body 2 does not fluctuate rapidly when passing through tunnels or when passing oncoming trains. In the above explanation, one of the four entrances / exits 4 on the vehicle body 2 is used as an example, but all four have the same configuration.

[0035] As explained above, the railway vehicle 1 according to the first embodiment is (1) A floor structure 21 that forms the floor of the vehicle body 2, a side structure 22 that forms the side of the vehicle body 2, a roof structure 23 that forms the roof of the vehicle body 2, an entrance / exit 4 provided on the side, a sliding door 7 that slides along the track direction of the vehicle body 2 between a closed position that closes the entrance / exit 4 and an open position that opens the entrance / exit 4, an opening / closing means (e.g., an air cylinder 8) that is the driving source for the sliding movement, a rail 10 that guides the sliding movement, a pair of door posts 121, 122 erected on the floor structure 21 along the side structure 22 at both ends of the entrance / exit 4 in the track direction, and provided on the door posts 121, 122, in the closed position A railway vehicle 1 is provided with a pressing means 13 that presses the door 7 outward toward the sleeper direction of the vehicle body 2 and brings it into close contact with the periphery of the entrance / exit 4. The rail 10 extends along the track direction on the inner surface of the side structure 22 on the side of the roof structure 23 of the entrance / exit 4. The opening / closing means (air cylinder 8) is disposed on the side of the roof structure 23 of the rail 10 with a predetermined gap g relative to the rail 10. Of the pair of door posts 121 and 122, the door post 122 on the side of the door 7 that opens is provided with a fixing part 123 at the end on the side of the roof structure 23 for joining to the inner surface of the side structure 22 at the gap g. The predetermined gap g refers to a gap of a size that allows work to be performed to join the fixing part 123 to the side structure 22.

[0036] (2) The railway vehicle 1 described in (1) is characterized in that both of the pair of door pillars 121 and 122 are integrally joined by a fixing part 123 at the end on the roof structure 23 side, forming a roughly U-shaped frame 12 that opens on the floor structure 21 side.

[0037] According to the above-described railway vehicle 1, at both ends of the entrance / exit 4 in the track direction, of the pair of door pillars 121 and 122 erected on the floor structure 21 along the side structure 22, the door pillar 122 on the side in the opening direction of the door 7 is joined to the side structure 22 using the gap g between the opening / closing device (air cylinder 8) and the rail 10. Therefore, even if the vehicle body 2 expands or contracts due to an airtight load, and forces are applied to the floor structure 21 and the roof structure 23 in a direction that moves them apart or toward each other, the door pillar 122 receives the load in the bending direction rather than the axial direction. As a result, the relative expansion and contraction of the joined parts (welded joints W13, W14) is less than in conventional vehicles, and stress concentration is less likely to occur. Furthermore, because the end of the door post 122 on the opening side of the door 7, on the side facing the roof structure 23, is joined to the side structure 22, the length of the door post 122 is shorter than before, making it less likely for stress concentration to occur at the joints (welded joints W13, W14) of the door post 122. These effects suppress fatigue failure in the vehicle body 2 due to stress concentration. In addition, the manufacturing cost and mass of the railway vehicle 1, which are required to improve strength to prevent fatigue failure, can be reduced.

[0038] Furthermore, it is known that conventionally (see Figures 15-20) when the vehicle body 100 expands or when a pressure load is applied to the door 105, the side structure 102 and the door post 111 deform in a direction that separates them relatively. When this deformation is large, in the airtight door structure of the prior art, the door post 111 itself needs to be strengthened in order for the side structure 102 and the door 105 to maintain airtightness via the sealing rubber, which leads to an increase in the manufacturing cost and mass of the railway vehicle and is therefore undesirable. On the other hand, in the railway vehicle 1 according to the first embodiment, the relative deformation of the side structure 22 and the door 7 caused by the expansion and contraction of the vehicle body 2 due to the airtight load and the pressure load on the door 7 is followed by the deformation of the door post 122 on the opening side of the door 7 because it is attached to the side structure 22, making it easier to maintain airtightness. Therefore, the manufacturing cost and mass of the railway vehicle that were required to maintain airtightness can be reduced.

[0039] (Second embodiment) Next, the differences between the second embodiment of the railway vehicle according to the present invention and the first embodiment will be described with reference to Figures 8-10. Figure 8 is a diagram showing the door 7 in the second embodiment as seen from inside the vehicle body 2, and shows the door 7 in the closed position. Figure 9 is a cross-sectional view of Figure 8 at EE. Figure 10 is a cross-sectional view of Figure 8 at FF. In Figure 8, the left-right direction is the track direction, and the up-down direction is the height direction. In Figure 9, the left-right direction is the track direction, and the up-down direction is the sleeper direction. In Figure 10, the left-right direction is the sleeper direction, and the up-down direction is the height direction.

[0040] In the first embodiment, the door post 121 and the door post 122 were integrated by a fixing part 123 to form a single frame 12. However, they may also be separate components, such as the pair of door posts 15 and 16 shown in Figure 8.

[0041] The door post 15 is erected on the floor structure 21 along the side structure 22 on the closing side (left side in the figure) of the entrance / exit 4. The upper end of the door post 15 on the side of the roof structure 23 is located near the upper end of the door 7. The lower end of the door post 15 on the side of the floor structure 21 is joined to the floor structure 21 by welding (welded part W15). The door post 15 also has a joint 15a that extends toward the side structure 22, and is formed in a roughly L-shape in the cross-sectional view shown in Figure 9. The tip of the joint 15a on the side of the side structure 22 is joined to the side structure 22 by welding (welded part W16). Since the joint 15a is provided along the entire length of the door post 15 in the height direction, the door post 15 is joined to the side structure 22 along its entire length in the height direction.

[0042] The door post 16 is erected on the floor structure 21 along the side structure 22 on the opening side (right side in the figure) of the entrance / exit 4. The upper end of the door post 16 on the side of the roof structure 23 is located within the range of gap g in the height direction. The lower end of the door post 16 on the side of the floor structure 21 is joined to the floor structure 21 by welding (welded part W17). In addition, the door post 16 is formed in a roughly rectangular shape in the cross-sectional view shown in Figure 9, and a gap is formed between the door post 16 and the side structure 22. This gap is the part that the door 7 passes through when it slides in the opening direction.

[0043] The door post 16 is equipped with a fixing portion 161 at its upper end on the side facing the roof structure 23. As shown in Figure 8, the fixing portion 161 extends from the upper end of the door post 16 toward the closing direction in the track direction, thereby forming the door post 16 in a substantially L-shape. Furthermore, as shown in Figure 10, the fixing portion 161 extends horizontally toward the side structure 22 through the gap g, and its tip is joined to the side structure 22 by welding (welded portion W18). The length of the fixing portion 161 in the track direction is set to a length that provides the necessary welding length to obtain sufficient welding strength against stresses caused by the expansion and contraction of the vehicle body 2 due to airtight loads and pressure loads on the door 7.

[0044] (Third embodiment) Next, the differences between the third embodiment of the railway vehicle according to the present invention and the first and second embodiments will be described with reference to Figures 11-14. Figure 11 is a diagram showing the door 7 in the third embodiment as seen from inside the vehicle body 2, and shows the door 7 in the closed position. Figure 12 is a cross-sectional view of Figure 11 at GG. Figure 13 is a cross-sectional view of Figure 11 at HH. Figure 14 is a diagram showing the door 7 in the third embodiment as seen from inside the vehicle body 2, and shows the door 7 in the open position. Note that in Figures 11 and 14, the left-right direction in the figures is the track direction, and the up-down direction in the figures is the height direction. In Figure 12, the left-right direction in the figures is the track direction, and the up-down direction in the figures is the sleeper direction. In Figure 13, the left-right direction in the figures is the sleeper direction, and the up-down direction in the figures is the height direction.

[0045] Similar to the second embodiment, the door post 15 and the door post 17 are separate components. Furthermore, the door post 15 is the same component as the door post 15 in the second embodiment.

[0046] The door post 17 is the same as the door post 16 in the second embodiment, except that the fixing portion 171 provided at its upper end extends in the opening direction in the track direction. The lower end of the door post 17 on the floor structure 21 side is joined to the floor structure 21 by welding (welded portion W19). Furthermore, as shown in Figure 13, the fixing portion 171 extends horizontally toward the side structure 22 through the gap g, and its tip is joined to the side structure 22 by welding (welded portion W20). The length of the fixing portion 171 in the track direction is set to a length that provides the necessary welding length to obtain sufficient welding strength.

[0047] In the third embodiment, the connecting member 18 is connected to the rear end of the operating rod 81. The connecting member 18 is formed in a substantially L-shape by a first piece 181 extending from the rear end of the operating rod 81 toward the rail 10 side (downward side in the figure) and a second piece 182 extending from the lower end of the first piece 181 toward the opening direction side in the track direction (right side in the figure). The tip of the second piece 182 is connected to the pulley member 11 on the door pillar 15 side of the two pulley members 11. In other words, the operating rod 81 and the pulley member 11 are connected via the connecting member 18. As a result, the door 7 suspended from the pulley member 11 moves forward and backward as the operating rod 81 moves back and forth. That is, it slides between the closed position and the open position.

[0048] In the first and second embodiments, the connecting member 9 moves in the track direction on the opening side (right side) of the door posts 122 and 16 as the operating rod 81 moves forward and backward. On the other hand, in the third embodiment, since the connecting member 18 is connected to the rear end of the operating rod 81, even when the door 7 is in the open position, as shown in Figure 14, the second piece 182 fits into the gap between the door post 17 and the side structure 22, and the connecting member 18 is positioned adjacent to the end of the door post 17 on the entrance / exit 4 side. In other words, the connecting member 18 does not move beyond the door post 17 to the opening side (right side). Since the connecting member 18 does not move to the opening side (right side) of the door post 17, space can be secured.

[0049] As described above, the railway vehicles according to the second and third embodiments are characterized in that, of the pair of door pillars 15, 16(17), the door pillar 16(17) on the side of the door 7 that opens has a fixing portion 161(171) that extends in the direction of the track from the end of the door pillar 16(17) on the side of the roof structure 23, thereby forming a substantially L shape.

[0050] According to the above-described railway vehicle, at both ends of the entrance / exit 4 in the track direction, a pair of door pillars 15, 16(17) are erected on the floor structure 21 along the side structure 22. Of these, the door pillar 16(17) on the side facing the opening direction of the door 7 is joined to the side structure 22 using the gap g between the opening / closing device (air cylinder 8) and the rail 10. Therefore, even if the vehicle body 2 expands or contracts due to an airtight load, and forces are applied to the floor structure 21 and the roof structure 23 in a direction that moves them apart or toward each other, the door pillars 16(17) receive the load in the bending direction rather than the axial direction. As a result, the relative expansion and contraction of the joined parts (welded parts W17(W19), W18(W20)) is less than in conventional vehicles, and stress concentration is less likely to occur. Furthermore, because the end of the door post 16(17) on the opening side of the door 7, on the side facing the roof structure 23, is joined to the side structure 22, the length of the door post 16(17) is shorter than before, making it less likely for stress concentration to occur at the joints of the door posts 16(17) (welded joints W17(W19), W18(W20)). Due to these effects, fatigue failure in the vehicle body 2 due to stress concentration can be suppressed. In addition, the manufacturing cost and mass of the railway vehicle 1, which are required to improve strength to prevent fatigue failure, can be reduced.

[0051] Furthermore, it is known that conventionally (see Figures 15-20) when the vehicle body 100 expands or when a pressure load is applied to the door 105, the side structure 102 and the door post 111 deform in a direction that separates them relatively. When this deformation is large, in the airtight door structure of the prior art, the door post 111 itself needs to be strengthened in order for the side structure 102 and the door 105 to maintain airtightness via the sealing rubber, which leads to an increase in the manufacturing cost and mass of the railway vehicle and is therefore undesirable. On the other hand, in the railway vehicles according to the second and third embodiments, the relative deformation of the side structure 22 and the door 7 caused by the expansion and contraction of the vehicle body 2 due to the airtight load and the pressure load on the door 7 is followed by the deformation of the door post 16 (17) on the opening side of the door 7 because it is attached to the side structure 22, making it easier to maintain airtightness. Therefore, the manufacturing cost and mass of the railway vehicle that were required to maintain airtightness can be reduced.

[0052] The above embodiments are merely illustrative and do not limit the present invention in any way. Therefore, the present invention can naturally be improved and modified in various ways without departing from its essence. For example, the railway vehicle 1 in this embodiment is an intermediate vehicle with coupling portions formed at both ends in the direction of the track, but it is not limited to this and may be a leading vehicle. Also, while an air cylinder 8 equipped with an operating rod 81 is given as the opening and closing means, a rodless cylinder may be used as the opening and closing means, or other well-known opening and closing devices may be used.

[0053] Furthermore, although the door posts 16 and 17 are formed in a roughly L-shape by extending the fixing parts 161 and 171 to one side in the direction of the track, the fixing parts may also be extended to both sides in the direction of the track to form a roughly T-shape.

[0054] Furthermore, although the fixing parts 123, 161, and 171 are described as extending horizontally toward the side of the side structure 22 through the gap g and being joined to the side structure 22, they do not necessarily have to be extended horizontally. For example, the upper end of the door post may be positioned near the lower side of the gap g in the height direction, and the fixing part may be extended from its upper end toward the side structure 22 in an upward slope, with its tip being joined to the side structure 22 at the gap g. [Explanation of symbols]

[0055] 1. Railway vehicles 2 car bodies 4 entrances / exits 7 doors 8. Air cylinder (an example of an opening / closing mechanism) 10 rails 13 Pressing means 21 Floor structure 22 Side structure 23 Roof structure 121 Doorpost 122 Doorpost 123 Fixed part

Claims

1. The floor structure that forms the floor of the vehicle body, The side structure that forms the side portion of the vehicle body, The roof structure that forms the roof portion of the vehicle body, The entrance / exit provided on the side, A sliding door that moves along the track direction of the vehicle body between a closed position that blocks the entrance and an open position that opens the entrance, The opening and closing means, which is the driving source for the aforementioned sliding movement, A rail that guides the aforementioned sliding movement, At both ends of the aforementioned entrance / exit in the direction of the track, a pair of door pillars are erected on the floor structure along the side structure, A pressing means provided on the door post presses the door in the closed position outward toward the side of the vehicle body in the direction of the sleepers, and brings it into close contact with the periphery of the entrance / exit, In a railway vehicle equipped with, The rail extends along the direction of the track on the inner surface of the side structure on the side of the roof structure of the entrance / exit, The opening and closing means is disposed on the side of the rail to the roof structure with a predetermined gap between it and the rail. Of the pair of door posts, the door post on the side of the door opening direction is provided with a fixing portion at the end facing the roof structure for joining to the inner surface of the side structure at the gap. A railway vehicle characterized by [this feature].

2. In the railway vehicle described in claim 1, Both of the pair of door posts are joined together by the fixing part at the end on the roof structure side, forming a roughly U-shaped frame that opens to the floor structure side. A railway vehicle characterized by [this feature].

3. In the railway vehicle described in claim 1, Of the pair of door posts, the door post on the side facing the door opening direction is formed in a substantially L-shape, with the fixing portion extending from the end of the door post on the roof structure side in the direction of the track. A railway vehicle characterized by [this feature].

Images