RAIL VEHICLE

Abstract

A rail vehicle has improved rigidity against vertical bending vibration while avoiding an increase in mass of the rail vehicle and interference with infrastructure equipment. The rail vehicle includes a roof body constituting an upper surface; a side body constituting a side surface; an end body constituting an end surface in a longitudinal direction of the side body; an underframe constituting a lower surface; and a bogie supporting the underframe, in which the side body includes a plurality of openings and a pier between the openings, and a reinforcing body is arranged on a vehicle interior surface of the pier between one opening situated above the bogie and an other opening adjacent to the one opening and situated near a center in a longitudinal direction of the rail vehicle so as to extend from an upper corner of the one opening toward a lower corner of the other opening.

Description

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application claims priority to Japanese Patent Application No. 2023-201831, filed Nov. 29, 2023. The contents of this application are incorporated herein by reference in their entirety.

TECHNICAL FIELD

The present invention relates to a rail vehicle.

BACKGROUND ART

A rail vehicle generally includes a roof body constituting an upper surface, a side body constituting a side surface, an underframe constituting a lower surface, an end body constituting an end surface in a longitudinal direction, and a bogie supporting the underframe. In recent years, for the purpose of improvement in manufacturability and sound insulation properties, there is a spreading method of constituting and assembling, into a rail vehicle, a roof body, a side body, an underframe, and the like with an aluminum alloy hollow profile including two facing surface plates and a plurality of ribs connecting the surface plates to each other.

The rail vehicle travels along a track by a bogie that is a travel device. An excitation force is transmitted from the track to the rail vehicle via the bogie. This may, the rail vehicle may have vertical bending vibration, and impair the ride comfort of the passenger. Therefore, the rail vehicle needs to retain sufficient rigidity against this vertical bending vibration.

JP4477047B discloses an example of a technique for improving rigidity against vertical bending vibration of a rail vehicle. According to this technology, by improving the rigidity of the roof body and the side beam of the longitudinal central portion of a railway vehicle in consideration of the moment distribution generated in the railway vehicle, it is possible to efficiently improve the rigidity against vertical bending vibration of the railway vehicle.

SUMMARY OF INVENTION

Technical Problem

In order to improve the rigidity against vertical bending vibration of a rail vehicle, measures such as “increasing the longitudinal elastic modulus of the material used for the rail vehicle” and “increasing the cross-sectional secondary moment of the rail vehicle” are considered first. However, a change in the material and an increase in the outer size of the rail vehicle often cause a significant increase in mass and interference with surrounding infrastructure equipment, which is not realistic in many cases. In general, a material having a high longitudinal elastic modulus has a high density, and thus adoption of such a material may contribute to an increase in mass. In order to ensure rigidity against vertical bending vibration, it is possible to further increase the plate thickness of a hollow profile having the same plate thickness in the longitudinal direction of the rail vehicle, but it is not desirable because it causes a significant increase in mass. Thus, there is a problem to be solved in order to improve rigidity against vertical bending vibration while avoiding an increase in mass of a rail vehicle and interference with infrastructure equipment.

An object of the present invention is to provide a rail vehicle having improved rigidity against vertical bending vibration while avoiding an increase in mass of the rail vehicle and interference with infrastructure equipment.

Solution to Problem

In order to solve the above problems, one of the representative rail vehicles according to the present invention is achieved by a rail vehicle including: a roof body constituting an upper surface; a side body constituting a side surface; an end body constituting an end surface in a longitudinal direction of the side body; an underframe constituting a lower surface; and a bogie supporting the underframe, in which the side body includes a plurality of openings and a pier between the openings, and a reinforcing body is arranged on a vehicle interior surface of the pier between one opening situated above the bogie and an other opening adjacent to the one opening and situated near a center in a longitudinal direction of the rail vehicle so as to extend from an upper corner of the one opening toward a lower corner of the other opening.

Advantageous Effects of Invention

According to the present invention, by reinforcing a part that is efficient in improvement in rigidity against vertical bending vibration and a vehicle interior surface, it is possible to provide a rail vehicle having improved rigidity against vertical bending vibration while avoiding an increase in mass of the rail vehicle and interference with infrastructure equipment.

The structure, actions, and effects of the present invention other than those described above will be clarified by the following description of the embodiments.

BRIEF DESCRIPTION OF DRAWINGS

FIG. 1 is a side view of a railway vehicle.

FIG. 2 is an enlarged view of the vicinity of a bogie of the railway vehicle illustrated in FIG. 1 according to a first embodiment.

FIG. 3 is an enlarged view of the vicinity of a bogie of the railway vehicle illustrated in FIG. 1 according to a second embodiment.

FIG. 4 is an enlarged view of the vicinity of a bogie of the railway vehicle illustrated in FIG. 1 according to a third embodiment.

FIG. 5 is a view describing shear force distribution of a railway vehicle, where (a) is a side view of a simple beam, and (b) is shear force distribution of the simple beam.

FIG. 6 is a view describing a shear force stress and a principal stress direction.

DESCRIPTION OF EMBODIMENTS

A rail vehicle that is an embodiment of the present invention will be described below with reference to the drawings. The rail vehicle is a general term for vehicles operated along a laid track, and means a railway vehicle, a new transportation system vehicle, a monorail vehicle, and the like. Hereinafter, embodiments of the present invention will be described by exemplifying a railway vehicle as a representative example of a rail vehicle with reference to the drawings.

First Embodiment

FIG. 1 is a side view schematically illustrating an example of a railway vehicle. As illustrated in FIG. 1, a vertical (height) direction of a railway vehicle 1 is z, and a width direction and a longitudinal direction orthogonal thereto are y and x, respectively.

The railway vehicle 1 includes side bodies 20 and 20 (only one is illustrated) erected at both ends in the width direction y of an underframe 10, end bodies 30 and 30 (only one is illustrated) erected at both ends in the longitudinal direction x of the underframe 10, and a roof body 40 placed on the upper ends in the vertical (height) direction z of the side bodies 20 and 20 and the end bodies 30 and 30. The side bodies 20 and 20 include a doorway 21 including a door for a passenger to get on and off and a window 22 for a passenger to view a landscape outside the vehicle, and a pier 26 exists between the windows 22. The side bodies 20 and 20 and the like are preferably formed of a hollow extruded profile. The underframe 10 includes bogies 5 as travel devices below both ends in the longitudinal direction x. The bogie 5 supports the underframe 10 and travels on a track 90.

Here, a stress state of the railway vehicle 1 will be described with reference to FIGS. 5 and 6.

FIG. 5(a) is a model illustrating a state where the railway vehicle 1 simulated by a simple beam 100 is supported by two support portions 101 (corresponding to the bogies 5). It is assumed that a uniformly distributed load 102 acts on the railway vehicle 1 along the vertical direction z of the railway vehicle 1 by the weight of the passenger and the like in addition to the own weight. Since the railway vehicle 1 is vibrated from the track 90 when the bogies 5 travel on the track 90, the uniformly distributed load 102 also fluctuates accordingly, and therefore it is assumed here that the maximum uniformly distributed load 102 acts.

FIG. 5(b) is a shear force distribution diagram (Q diagram) illustrating a shear force applied to the railway vehicle 1. As illustrated in FIG. 5(b), a shear force distribution 103 is generated. Here, the horizontal axis represents the position in the longitudinal direction of the railway vehicle 1, and the vertical axis represents the shear force generated at the corresponding position.

FIG. 6 is a view describing a shear force stress acting on the railway vehicle 1 and a principal stress direction. A shear stress 104 as illustrated in FIG. 6 is generated in proportion to the shear force applied to the railway vehicle 1. The principal stress direction (direction in which the normal stress has an extreme value) with respect to the shear stress 104 is 105, which is an oblique direction inclined with respect to the longitudinal direction x and the vertical direction z of the railway vehicle 1.

This indicates that the maximum shear force acts on the railway vehicle 1 near the center in the longitudinal direction x of the bogies 5 of the railway vehicle 1. That is, in order to efficiently improve the rigidity against vertical bending vibration of the railway vehicle 1, it is effective to have a structure that efficiently bears the shear force of the bogie 5 near the center in the longitudinal direction x of the railway vehicle 1.

FIG. 2 is an enlarged view of the vicinity of the bogie 5 of the railway vehicle 1 illustrated in FIG. 1. As viewed in the direction of FIG. 2 (as viewed along the width direction y of the railway vehicle 1), a center line B in the longitudinal direction x of the bogie 5 overlaps a window 22a (above the center in the longitudinal direction x of the bogie 5). A pier 26a exists between the window 22a and a window 22b adjacent to the window 22a near the center in the longitudinal direction x of the side body 20. A pier 26b exists between the window 22b and a window 22c adjacent to the window 22b near the center in the longitudinal direction x of the side body 20. Note that the window 22a, the window 22b, and the window 22c are rectangular openings of the side body 20. A doorway 21a that is a rectangular opening of the side body 20 exists near an end of the window 22a in the longitudinal direction x of the side body 20.

On the side of the window 22a and the window 22b close to each other, a reinforcing body 50 is attached to a vehicle interior surface (side body outside an interior plate) of the pier 26a so as to extend from the upper corner of the window 22a toward the lower corner of the window 22b and so as to extend from the lower corner of the window 22a toward the upper corner of the window 22b (i.e., in an X shape as viewed in the direction illustrated in FIG. 2). On the side of the window 22b and the window 22c close to each other, the reinforcing body 50 is attached to the vehicle interior surface (side body outside the interior plate) of the pier 26b so as to extend from the upper corner of the window 22b toward the lower corner of the window 22c and so as to extend from the lower corner of the window 22b toward the upper corner of the window 22c (i.e., in an X shape as viewed in the direction illustrated in FIG. 2). The reinforcing body 50 is made of a fiber resin (e.g., carbon fiber reinforced plastics (CFRP)), and the extension direction of the fiber is along the extension direction of the reinforcing body 50. However, the fiber resin is not limited to CFRP.

Note that the reinforcing body 50 may be provided on the side bodies 20 and 20 on both sides and attached only to the pier 26a near the bogie 5, or may be attached to a pier near the center in the longitudinal direction x of the side body 20 in addition to the piers 26a and 26b. The reinforcing body 50 is preferably in contact with the upper corner and the lower corner of the opening, but is not necessarily in contact with them, and it is sufficient to extend to the vicinity thereof. The reinforcing body 50 may be made of metal or another material, but a fiber resin is preferable because it is relatively lightweight.

According to the above configuration, since the maximum shear force acting on the bogies 5 close to the center in the longitudinal direction x of the railway vehicle 1 is shared and borne by the side body 20 and the reinforcing body 50 arranged in the oblique direction close to the principal stress direction 105 and on the vehicle interior side, the rigidity against vertical bending vibration can be efficiently improved while avoiding an increase in mass of the rail vehicle and interference with infrastructure equipment. Since stress concentration is likely to occur around the window 22, which is generally an opening, the stress concentration can be alleviated by the reinforcing body 50 disposed in the pier 26.

Second Embodiment

Hereinafter, the second embodiment of a rail vehicle according to the present invention will be described. Since the configuration other than the vicinity of the bogie of the railway vehicle is the same as that of the previous embodiment, the description thereof will be omitted.

FIG. 3 illustrates an enlarged view of the vicinity of the bogie 5 of the railway vehicle 1 illustrated in FIG. 1 according to the second embodiment. Also in the present embodiment, as viewed in the direction of FIG. 2 (as viewed along the width direction y of the railway vehicle 1), the center line B in the longitudinal direction x of the bogie 5 overlaps the window 22a (above the center in the longitudinal direction x of the bogie 5). The pier 26a exists between the window 22a and the window 22b adjacent to the window 22a near the center in the longitudinal direction x of the side body 20. The pier 26b exists between the window 22b and the window 22c adjacent to the window 22b near the center in the longitudinal direction x of the side body 20. Note that the window 22a, the window 22b, and the window 22c are rectangular openings of the side body 20. A doorway 21a that is a rectangular opening of the side body 20 exists near an end of the window 22a in the longitudinal direction x of the side body 20.

On the side of the window 22a and the window 22b close to each other, the reinforcing body 50 is attached to a vehicle interior surface (side body outside an interior plate) of the pier 26a so as to extend from the upper corner of the window 22a toward the lower corner of the window 22b. On the side of the window 22b and the window 22c close to each other, the reinforcing body 50 is attached to the vehicle interior surface (side body outside the interior plate) of the pier 26b so as to extend from the upper corner of the window 22b toward the lower corner of the window 22c. The reinforcing body 50 is made of a fiber resin similarly to the above-described embodiment, and the extension direction of the fiber is along the extension direction of the reinforcing body 50. However, the reinforcing body 50 may be attached to the vehicle interior surface of the pier 26a so as to extend from the lower corner of the window 22a toward the upper corner of the window 22b, or the reinforcing body 50 may be attached to the vehicle interior surface of the pier 26b so as to extend from the lower corner of the window 22b toward the upper corner of the window 22c.

The reinforcing body 50 may be provided on the side bodies 20 and 20 on both sides and attached only to the pier 26a near the bogie 5, or may be attached to a pier near the center in the longitudinal direction x of the side body 20 in addition to the piers 26a and 26b. The reinforcing body 50 is preferably in contact with the upper corner and the lower corner of the opening, but is not necessarily in contact with them, and it is sufficient to extend to the vicinity thereof. The reinforcing body 50 may be made of metal or another material, but a fiber resin is preferable because it is relatively lightweight.

Even only arranging the reinforcing body 50 along one principal stress direction as in the present embodiment has a rigidity improvement effect against vertical bending vibration and a stress reduction effect. Furthermore, according to the present embodiment, the reinforcing body 50 can be simplified and reduced in weight, the mass of the railway vehicle 1 can be further reduced.

Third Embodiment

Hereinafter, the third embodiment of a rail vehicle according to the present invention will be described. Since the configuration other than the vicinity of the bogie of the railway vehicle is the same as that of the previous embodiment, the description thereof will be omitted.

FIG. 4 illustrates an enlarged view of the vicinity of the bogie 5 of the railway vehicle 1 illustrated in FIG. 1 according to the third embodiment. As viewed in the direction of FIG. 4 (as viewed along the width direction y of the railway vehicle 1), a center line B in the longitudinal direction x of the bogie 5 overlaps the doorway 21a (above the center in the longitudinal direction x of the bogie 5). The pier 26a exists between the doorway 21a and the window 22a adjacent to the doorway 21a near the center in the longitudinal direction x of the side body 20. The pier 26b exists between the window 22a and the window 22b adjacent to the window 22a near the center in the longitudinal direction x of the side body 20. Note that the window 22a, the window 22b, and the doorway 21a are rectangular openings of the side body 20.

On the side of the doorway 21a and the window 22a close to each other, the reinforcing body 50 is attached to a vehicle interior surface (side body outside an interior plate) of the pier 26a so as to extend from the upper corner of the doorway 21a toward the lower corner of the window 22a. On the side of the window 22a and the window 22b close to each other, the reinforcing body 50 is attached to the vehicle interior surface (side body outside the interior plate) of the pier 26b so as to extend from the upper corner of the window 22a toward the lower corner of the window 22b. The reinforcing body 50 is made of a fiber resin similarly to the above-described embodiment, and the extension direction of the fiber is along the extension direction of the reinforcing body 50. However, the reinforcing body 50 may be attached to the vehicle interior surface of the pier 26a so as to extend from the lower corner of the doorway 21a toward the upper corner of the window 22a, or the reinforcing body 50 may be attached to the vehicle interior surface of the pier 26b so as to extend from the lower corner of the window 22a toward the upper corner of the window 22b.

The reinforcing body 50 may be provided on the side bodies 20 and 20 on both sides and attached only to the pier 26a near the bogie 5, or may be attached to a pier near the center in the longitudinal direction x of the side body 20 in addition to the piers 26a and 26b. The reinforcing body 50 is preferably in contact with the upper corner and the lower corner of the opening, but is not necessarily in contact with them, and it is sufficient to extend to the vicinity thereof. The reinforcing body 50 arranged in the piers 26a and 26b may have an X shape similarly to the first embodiment. The reinforcing body 50 may be made of metal or another material, but a fiber resin is preferable because it is relatively lightweight.

According to the above embodiment, even in the configuration in which the center line B in the longitudinal direction x of the bogie 5 overlaps the doorway 21a as viewed in the direction of FIG. 4, the effects described in the above embodiments can be obtained.

Note that the present invention is not limited to the above embodiments, and includes various modifications other than the above. For example, the embodiments described above have been described in detail for the purpose of describing the present invention in an easy-to-understand manner, and are not necessarily limited to those having all the described configurations. It is possible to replace a part of the configuration of a certain embodiment with the configuration of another embodiment, and it is also possible to add the configuration of another embodiment to the configuration of a certain embodiment. Another configuration can be added to, deleted from, or replaced with a part of the configuration of each embodiment.

The present description includes the following disclosure of the invention.

First Aspect

A rail vehicle including: a roof body constituting an upper surface; a side body constituting a side surface; an end body constituting an end surface in a longitudinal direction of the side body; an underframe constituting a lower surface; and a bogie supporting the underframe,

• • in which the side body includes a plurality of openings and a pier between the openings, and
  • a reinforcing body is arranged on a vehicle interior surface of the pier between one opening situated above the bogie and an other opening adjacent to the one opening and situated near a center in a longitudinal direction of the rail vehicle so as to extend from an upper corner of the one opening toward a lower corner of the other opening.

Second Aspect

The rail vehicle according to a first aspect, in which

• • the reinforcing body is arranged in the pier so as to extend from a lower corner of the one opening toward an upper corner of the other opening.

Third Aspect

The rail vehicle according to the first aspect or a second aspect, in which

• • the reinforcing body is made of a fiber resin, and
  • an extension direction of the fiber is along an extension direction of the reinforcing body.

Fourth Aspect

The rail vehicle according to any of the first aspect to a third aspect, in which

• • the opening is a rectangular window.

Fifth Aspect

The rail vehicle according to any of the first aspect to a fourth aspect, in which

• • the opening is a rectangular doorway.

Sixth Aspect

The rail vehicle according to any of the first aspect to a fifth aspect, in which

• • as viewed in a width direction of the rail vehicle, the opening adjacent to the pier provided with the reinforcing body overlaps a center line of the bogie in a longitudinal direction of the rail vehicle.

Reference Signs List

• • 1 railway vehicle
  • 5 bogie
  • 10 underframe
  • 20 side body
  • 21 doorway
  • 22 window
  • 26 pier
  • 30 end body
  • 40 roof body
  • 50 reinforcing body
  • 90 track
  • 100 simple beam
  • 101 support portion
  • 102 uniformly distributed load
  • 103 shear force distribution
  • 104 shear stress
  • 105 principal stress direction
  • B center line in longitudinal direction of bogie
  • Z vertical direction
  • y width direction
  • x longitudinal direction

Claims

1. A rail vehicle comprising: a roof body constituting an upper surface; a side body constituting a side surface; an end body constituting an end surface in a longitudinal direction of the side body; an underframe constituting a lower surface; and a bogie supporting the underframe, wherein the side body includes a plurality of openings and a pier between the openings, anda reinforcing body is arranged on a vehicle interior surface of the pier between one opening situated above the bogie and an other opening adjacent to the one opening and situated near a center in a longitudinal direction of the rail vehicle so as to extend from an upper corner of the one opening toward a lower corner of the other opening.

2. The rail vehicle according to claim 1, wherein the reinforcing body is arranged in the pier so as to extend from a lower corner of the one opening toward an upper corner of the other opening.

3. The rail vehicle according to claim 1, wherein the reinforcing body is made of a fiber resin, andan extension direction of the fiber is along an extension direction of the reinforcing body.

4. The rail vehicle according to claim 1, wherein the opening is a rectangular window.

5. The rail vehicle according to claim 1, wherein the opening is a rectangular doorway.

6. The rail vehicle according to claim 1, wherein as viewed in a width direction of the rail vehicle, the opening adjacent to the pier provided with the reinforcing body overlaps a center line of the bogie in a longitudinal direction of the rail vehicle.