JP5114327B2 - Railway vehicle - Google Patents

Description

  The present invention relates to a railway vehicle, and more particularly to a railway vehicle capable of improving the rigidity of a side plate while suppressing an increase in size and weight.

  A side plate of a conventional railway vehicle is disclosed in Patent Document 1. The side plate is composed of two plates disposed on both sides of the side door, and is formed in a hollow shape in order to reduce the weight of the vehicle.

The side plate is provided with a door support part that extends to the side doorway door side. It is configured to maintain airtightness.
ACT 6-61643

  By the way, since the railway vehicle is exposed to various pressure fluctuations due to the entrance and exit of the tunnel and the passing of other railway cars in the tunnel, the side entrance door is pressed against the door support by these pressure fluctuations. Therefore, in order to increase the speed of the railway vehicle in the future, it is necessary to further improve the rigidity of the side plate.

  However, in the above-described conventional railway vehicle, the dimensions of the side doors and the interior of the vehicle compartment are prescribed, so the side plate size cannot be increased to improve the rigidity, and from the viewpoint of reducing the weight of the vehicle. There is a problem that the rigidity cannot be improved by changing the material of the side plate.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a railway vehicle capable of improving the rigidity of a side plate while suppressing an increase in size and weight.

  In order to achieve this object, the railway vehicle according to claim 1 includes a side plate and a side entrance door that closes the entrance of the side plate, and the side plate is disposed on the outer side of the vehicle. A back side plate portion disposed inside the vehicle facing the front side plate portion, a connecting portion that connects the back side plate portion and the end of the front side plate portion on the entrance / exit side, and the connecting portion is connected A door support portion extending from the end of the front side plate portion toward the entrance / exit side, and by bringing the side entrance door into contact with the door support portion of the side plate, the side plate and the side entrance door The connecting portion includes a branching portion that is erected vertically from the back surface of the front side plate portion, and the entrance / exit side of the back side plate portion. An inclined portion extending from the end portion toward the doorway side; An intermediate portion that connects the leading end in the extending direction of the inclined portion and the leading end in the standing direction of the branching portion, and the branching portion has a standing height standing from the back surface of the front side plate portion. It is made smaller than the facing interval between the side plate portion and the back side plate portion, the plate thickness of the branch portion is made larger than the plate thickness of the front side plate portion and the door support portion, and the inclined portion is the front side plate portion And the thickness of the inclined portion is made smaller than the thickness of the branching portion as it approaches the intermediate portion side from the back side plate portion side, and the intermediate portion , And curved in a convex arc shape toward the vehicle interior side.

  The railway vehicle according to claim 2 is the railway vehicle according to claim 1, wherein the branch portion is configured such that a side surface on the door support portion side is curved in a convex arc shape toward the vehicle inner side.

  According to a third aspect of the present invention, in the railway vehicle according to the second aspect, the inclined portion is configured to bend in a convex arc shape toward the vehicle outer side.

  According to the railway vehicle of claim 1, the side plate includes a front side plate portion disposed on the vehicle outer side, a back side plate portion disposed on the vehicle inner side in a state of facing the front side plate portion, and the front side plate portion. And a connecting portion that connects the ends of the back side plate portion with the entrance / exit side, and a door support portion that extends from the end portion of the front side plate portion to which the connecting portion is connected toward the entrance / exit side, The side door door is brought into contact with the door support portion of the side plate so that the airtightness between the side plate and the side door is maintained.

  Here, according to the railway vehicle of the first aspect, the connecting portion extends from the back surface of the front side plate portion vertically to the branch portion, and extends from the end of the back side plate portion on the entrance / exit side toward the entrance / exit side. Since it has an inclined part that is extended and an intermediate part that connects the tip of the inclined part in the extending direction and the tip of the branch part in the standing direction, the rigidity of the side plate is improved while suppressing an increase in size and weight. There is an effect that can be made.

  That is, the branch portion is erected vertically from the back surface of the front side plate portion, the front end of the branch portion in the erection direction is connected to the intermediate portion, and the thickness of the branch portion is equal to that of the front side plate portion and the door support portion. Since the thickness is made larger than the plate thickness, the rigidity of the branch portion can be improved, and as a result, the rigidity of the side plate can be improved.

  On the other hand, since the standing height erected from the back surface of the front side plate portion is made smaller than the facing interval between the front side plate portion and the back side plate portion, it is possible to suppress the increase in size and weight of the railway vehicle. it can.

  In addition, since the inclined portion is inclined with respect to the front side plate portion, it is possible to lengthen the entire length of the inclined portion and disperse the stress acting on the inclined portion as compared with the case where the inclined portion is not inclined. There is an effect that damage can be prevented.

  Further, since the thickness of the inclined portion is made smaller than the thickness of the branch portion, it is possible to suppress an increase in the weight of the inclined portion as compared with a case where the inclined portion is formed with a thickness equal to or greater than that of the branch portion. it can. As a result, there is an effect that the side plate can be reduced in weight.

  Furthermore, since the intermediate portion is configured to be curved in a convex arc shape toward the vehicle inner side, it is possible to reliably prevent stress from concentrating on the intermediate portion. In addition, since the intermediate portion is curved in a convex arc shape toward the inside of the vehicle in this way, when the side door is pressed against the door support portion, the intermediate portion is subjected to bending force. It can be received not only by axial force. Therefore, there is an effect that the rigidity of the intermediate portion can be secured and the side plate can be prevented from being damaged.

  According to the railway vehicle of the second aspect, in addition to the effect achieved by the railway vehicle according to the first aspect, there is an effect that the side door can be opened and closed smoothly.

  That is, since the branching portion is configured such that the side surface on the door support portion side is curved in a convex arc shape toward the vehicle inner side, the side door is assumed to hit the side surface on the door support portion side of the branching portion. Can also move along its sides. Therefore, the side doorway door can be prevented from being caught by the side surface of the branch portion and stopped, and the side doorway door can be opened and closed smoothly.

  According to the railway vehicle of claim 3, in addition to the effect of the railway vehicle of claim 2, there is an effect that it is possible to surely prevent stress from being concentrated on the inclined portion.

  That is, since the inclined portion is configured to bend in a convex arc shape toward the outside of the vehicle, the entire length of the inclined portion is increased and the stress acting on the inclined portion is dispersed as compared with the case where the inclined portion is not curved. It is possible to prevent the side plate from being damaged.

  Moreover, since the inclined portion is configured to bend in a convex arc shape toward the outside of the vehicle, when the side door is pressed by the door support portion, the inclined portion is not limited to the bending force. It can also be received by axial force. Therefore, there is an effect that the rigidity of the inclined portion can be secured and the side plate can be prevented from being damaged.

  Furthermore, since the convex arc shape toward the vehicle outer side, that is, the cabin side is recessed, it is possible to prevent the side door and the inclined portion from colliding with each other. Therefore, there is an effect that the side door can be opened and closed smoothly.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, preferred embodiments of the invention will be described with reference to the accompanying drawings. First, with reference to FIG. 1, the overall structure of a railway vehicle 100 according to an embodiment of the present invention will be described. FIG. 1 is a side view of a railway vehicle 100 of the present invention. In the present embodiment, the railway vehicle 100 will be described as a Shinkansen vehicle. However, as a matter of course, the present invention can be applied to other railway vehicles other than the Shinkansen vehicle.

  As shown in FIG. 1, a railroad vehicle 100 is provided with a guest room door 6 that opens and closes a doorway 5 (see FIG. 2) to a guest room (not shown). The guest room door 6 is connected to a rail (not shown). It is configured to be slidable in the front-rear direction of the railway vehicle 100 (the left-right direction in FIG. 1).

  Next, the side plate 1 will be described with reference to FIG. 2 is a cross-sectional view of the side plate 1 and the cabin door 6 taken along the line II-II in FIG. In addition, in FIG. 2, the door 6 for guest rooms is shown typically.

  The side plate 1 constitutes the vehicle body of the railway vehicle 100 and is a plate-like member disposed on both sides of the passenger door 6 and includes a front side plate portion 10 disposed on the vehicle outer side (lower side in FIG. 2). The back side plate portion 20 disposed on the vehicle inner side (upper side in FIG. 2) in a state of facing the front side plate portion 10 and the end portions on the entrance / exit 5 side of the back side plate portion 20 and the front side plate portion 10 are connected to each other. The connecting portion 40 and the door support portion 11 extending toward the doorway 5 from the end of the front side plate portion 10 to which the connecting portion 40 is connected are configured.

  The front side plate portion 10 is a plate-like member disposed on the vehicle outer side (lower side in FIG. 2), and extends in the width direction (right and left direction in FIG. 2) of the cabin door 6 with a constant plate thickness L1. . The door support portion 11 is a portion extending from the end of the front side plate portion 10 on the side of the cabin door 6 (left side in FIG. 2) toward the cabin door 6 and is in contact with the cabin door 6 (see FIG. 2). While the upper surface is configured to be flat, the surface (lower surface in FIG. 2) is configured to bend toward the passenger compartment side (upper side in FIG. 2).

  The back side plate portion 20 is a plate-like member disposed on the vehicle compartment side (upper side in FIG. 2) with a distance L4 from the front side plate portion 10, and has a plate thickness L2 smaller than the plate thickness L1 of the front side plate portion 10. The cabin door 6 extends in the width direction (left-right direction in FIG. 2).

  Moreover, the door pocket part 7 is provided in the vehicle room side (FIG. 2 upper side) of the back side board part 20. As shown in FIG. When the door 6 is slid to open the doorway 5, the door 6 is accommodated in the door pocket 7. Further, when the guest room door 6 is slid to close the doorway 5, the front surface of the guest room door 6 is brought into contact with the back surface of the door support portion 11 via a seal member (not shown). It is comprised so that the airtightness between the door 6 and the side plate 1 is maintained.

  The front side plate portion 10 and the back side plate portion 20 are connected so as to have a plurality of hollow portions by a connecting portion 40 and a connecting portion 30 described later. As a result, the weight of the railway vehicle 100 (see FIG. 1) can be reduced while maintaining the rigidity of the side plate 1.

  The coupling portion 30 is provided between the back surface (the upper surface in FIG. 2) of the front side plate portion 10 and the front surface (the lower surface in FIG. 2) of the front side plate portion 10. The front side plate portion 10 and the back side plate portion 20 are connected to each other in a portion extending substantially perpendicularly to the surface).

  Moreover, the connection part of the back surface of the coupling | bond part 30 and the front side board part 10 and the connection part of the surface of the coupling | bond part 30 and the back side board part 20 are comprised by curving in R shape. Thereby, it can prevent that stress concentrates on this connection part. Therefore, it is possible to prevent the side plate 1 from being damaged due to a crack generated from the connecting portion of the coupling portion 30 and the back surface of the front side plate portion 10 (or the surface of the back side plate portion 20).

  Furthermore, the connection part 40 is demonstrated with reference to FIG. FIG. 3 is a partially enlarged cross-sectional view of the side plate 1 in the III part of FIG. In FIG. 3, the passenger door 6 is schematically shown.

  The connecting portion 40 extends vertically from the rear surface (upper surface in FIG. 3) of the front side plate portion 10 and the end portion on the entrance / exit 5 side of the back side plate portion 20 toward the entrance / exit 5 side. And an intermediate portion 43 that connects the leading end of the inclined portion 45 in the extending direction and the leading end of the branching portion 41 in the standing direction.

  The branch portion 41 is a portion that branches perpendicularly from the rear surface (the upper surface in FIG. 3) of the end portion of the front side plate portion 10 on the passenger door 6 side (left side in FIG. 3), and the branch portion 41 and the front side plate portion 10. The connection part with the back surface is set to a plate thickness L5, and the plate thickness L5 is larger than the plate thickness L3 of the door support 11. Note that the plate thickness L3 of the door support portion 11 is larger than the plate thickness L1 of the front side plate portion 10.

  The branching portion 41 gradually reduces the plate thickness L5 as it approaches an inclined portion 45, which will be described later, and has a standing height L6 that is substantially half of L4, which is the facing distance between the front side plate portion 10 and the back side plate portion 20. It is erected substantially vertically to the chamber side (upper side in FIG. 3). Moreover, the branch part 41 is extended to the compartment side (FIG. 3 upper side), reducing the width | variety gradually.

  Therefore, the branch portion 41 is erected vertically from the back surface (the upper surface in FIG. 3) of the front side plate portion 10, and the front end of the branch portion 41 in the erection direction is connected to the intermediate portion 43 and the branch portion 41. Since the plate thickness L5 is larger than the plate thickness L1 of the front side plate portion 10 and the plate thickness L3 of the door support portion 11, the rigidity of the branch portion 41 can be improved, and as a result, the rigidity of the side plate 1 is improved. be able to.

  On the other hand, since the standing height L6 erected from the back surface (the upper surface in FIG. 3) of the front side plate portion 10 is made smaller than the facing distance L4 between the front side plate portion 10 and the back side plate portion 20, the railway The increase in size and weight of the vehicle 100 can be suppressed.

  The branch portion 41 is configured such that the side surface on the door support portion 11 side is curved in a convex arc shape toward the vehicle inner side (upper side in FIG. 3). Therefore, even if the guest room door 6 hits the side surface of the branching portion 41 on the door support portion 11 side, it can move along the side surface. Therefore, the guest room door 6 can be prevented from being caught by the side surface of the branch portion 41 and stopped, and the guest room door 6 can be opened and closed smoothly.

  In addition, the connecting portion of the branch portion 41 and the back surface of the front side plate portion 10 (surface of the back side plate portion 20) is configured to be curved in a concave arc shape, that is, in an R shape toward the vehicle inner side (upper side in FIG. 3). ing. Therefore, it is possible to prevent stress concentration from occurring in the connecting portion between the branch portion 41 and the back surface of the front side plate portion 10 (the surface of the back side plate portion 20), and the side plate 1 is damaged due to cracks generated from the connecting portion. Can be prevented.

  The inclined portion 45 is a portion that connects the compartment-side end portion (the upper end portion in FIG. 3) of the branch portion 41 and the end portion on the cabin door 6 side (the left side in FIG. 3) of the rear side plate portion 20. The front side plate 10 is inclined with respect to the passenger compartment door 6 side (left side in FIG. 3) so as to approach the front side plate 10 toward the intermediate portion 43 side.

  Further, the plate thickness L8 of the inclined portion 45 is made smaller than the plate thickness L5 of the branch portion 41, and is set to be substantially the same as the plate thickness L2 of the back side plate portion 20.

  Therefore, since the inclined portion 45 is inclined with respect to the front side plate portion 10, it is possible to lengthen the entire length of the inclined portion 45 and disperse the stress acting on the inclined portion 45 as compared with the case where the inclined portion 45 is not inclined. The side plate 1 can be prevented from being damaged.

  Moreover, since the plate | board thickness L8 is made smaller than the plate | board thickness L5 of the branch part 41, the inclination part 45 increases the weight of the inclination part 45 compared with the case where it is comprised more than the thickness equivalent to the branch part 41. Can be suppressed. As a result, the side plate 1 can be reduced in weight.

  The inclined portion 45 extends in a width direction (left and right direction in FIG. 3) of the passenger door 6 with a length L7 that is longer than a length L9 that is a length extending from the coupling portion 30 of the back side plate portion 20. I'm out. Therefore, compared with the case where the length L7 of the inclined portion 45 is shorter than the length L9, the branch point between the inclined portion 45 and the back side plate portion 20 can be brought closer to the rigidly connected portion 30 side, so that the tunnel enters and exits. Further, it is possible to prevent the inclined portion 45 from being displaced due to various pressure fluctuations caused by passing with other railway vehicles in the tunnel.

  Further, the inclined portion 45 is configured to be curved in a convex arc shape toward the vehicle outer side (lower side in FIG. 3). Therefore, compared with the case where the inclination part 45 does not curve, the full length of the inclination part 45 can be lengthened, the stress which acts on the inclination part 45 can be disperse | distributed, and it can prevent that the side plate 1 is damaged.

  Further, since the inclined portion 45 is configured to bend in an arc shape toward the vehicle outer side (lower side in FIG. 3), when the cabin door 6 is pressed by the door support portion 11, the pressing force is applied to the inclined portion. 45 can be received not only by bending force but also by axial force. Therefore, the rigidity of the inclined portion 45 can be secured and the side plate 1 can be prevented from being damaged.

  Furthermore, since the convex arc shape toward the vehicle outer side (lower side in FIG. 3), that is, the passenger compartment side (upper side in FIG. 3) is recessed, it is possible to prevent the passenger door 6 and the inclined portion 45 from colliding with each other. Therefore, the passenger door 6 can be opened and closed smoothly.

  The intermediate portion 43 is configured to be curved in a convex arc shape toward the vehicle inner side (upper side in FIG. 3), that is, in an R shape. Therefore, as compared with the case where the inclined portion 45 is not curved, the entire length of the inclined portion 45 can be lengthened to reliably prevent stress from concentrating on the intermediate portion 43.

  Moreover, it is extended to the coupling | bond part 30 side (FIG. 3 right side), reducing plate | board thickness gradually, and the protrusion height L10 of the branch part 41 and the intermediate part 43 is the opposition of the front side board part 10 and the back side board part 20. FIG. It is set smaller than the interval L4. Therefore, even if the plate thickness of the branch portion 41 is set larger than the plate thickness of the front side plate portion 10 and the door support portion 11 in order to ensure the rigidity of the branch portion 41, the weight of the side plate 1 can be reduced. Can do.

  Moreover, when the passenger compartment door 6 is pressed by the door support portion 11 by making the intermediate portion 43 bend in a convex arc shape toward the vehicle inner side (upper side in FIG. 3), that is, in an R shape. In addition, the pressing force can be received by the intermediate portion 43 not only by the bending force but also by the axial force. Therefore, the rigidity of the intermediate portion 43 can be secured and the side plate 1 can be prevented from being damaged.

  By the way, in order to confirm the characteristics relating to the displacement of the side plate 1 of the present invention, the inventor applies a predetermined uniform load to the side plate 101 having the conventional shape shown in FIG. 4A and the side plate 1 in the present embodiment. In this case, the amount of displacement between the side plate 101 and the side plate 1 was compared. FIG. 4A is a diagram showing a displacement amount of the side plate 101 having a conventional shape, and shows a state before deformation where no load is applied by a two-dot chain line, and shows a state after deformation by a solid line. FIG. 4B is a diagram showing the amount of displacement of the side plate 1 of the present invention, showing a state before deformation with no load applied by a two-dot chain line, and showing a state after deformation by a solid line.

  In this experiment, a predetermined uniform load was applied in the direction indicated by the arrow F in FIGS. 4 (a) and 4 (b). As a result, in the side plate 101 having the conventional shape, as shown in FIG. 4A, the maximum displacement amount H1 of the front end of the door support portion 111 (the left end portion in FIG. 4B) was 0.124 mm. On the other hand, in the side plate 1 of the present invention, as shown in FIG. 4B, the maximum displacement amount H2 of the front end of the door support portion 11 (left end portion in FIG. 4B) is 0.105 mm. .

  Therefore, the amount of displacement at the front end of the door support 11 of the side plate 1 of the present invention (the left end of FIG. 4B) and the front end of the door support 111 of the side plate 101 of the conventional shape (the left end of FIG. 4A). ), The displacement amount of the side plate 1 of the present invention is reduced by 15.3% compared to the side plate 101 having the conventional shape.

  Further, the location where the maximum displacement of the side plate 1 of the present invention is larger than 0.04 mm is only the door support portion 11, whereas the location where the maximum displacement of the conventional-shaped side plate 101 is larger than 0.04 mm is It extends not only to the door support part 11 but also to a part of the branch part 41. Therefore, the deformation amount of the branch portion 41 can be suppressed as compared with the side plate 101 having the conventional shape.

  The inventor also examined the stress distribution generated in the side plate 101 and the side plate 1 when a predetermined equally distributed load is applied to the side plate 1 and the side plate 101 in the present embodiment. FIG. 5A is a stress diagram showing a stress distribution of the side plate 101 having a conventional shape, showing a state before a load is applied by a two-dot chain line, and showing a state after deformation by a solid line. FIG.5 (b) is a stress figure which shows the stress distribution of the side plate 1 of this invention, shows the state before the load is not loaded with the dashed-two dotted line, and has shown the state after a deformation | transformation with the continuous line.

  In this experiment, a predetermined uniform load was applied in the direction indicated by the arrow F in FIGS. 5 (a) and 5 (b). As a result, in the side plate 101 having the conventional shape, as shown in FIG. 5A, the maximum stress 53.5 is generated in the connecting portion between the door support portion 111 and the connecting portion 140, and the connecting portion 140 and the back side plate are also connected. Since stress concentrates also on the connecting portion with the portion 20, the connecting portion 40 is easily damaged by fatigue. On the other hand, in the side plate 1 of the present invention, as shown in FIG. 5 (b), the maximum stress 53.2 is generated at the connecting portion between the door support portion 11 and the connecting portion 40, but from the side plate 101. In addition, the problem of concentration of stress at the connecting portion between the inclined portion 45 (connecting portion 40) and the back side plate portion 20 is avoided.

  Therefore, the side plate 1 of the present invention improves the strength and rigidity by increasing the plate thickness of the portion with a large load load, while maintaining the strength and rigidity of the portion with a small load load, as compared with the side plate 101 of the conventional shape. Since the thickness is reduced in this state, the increase in the side plate 1 is suppressed while improving the strength and rigidity of the side plate 1. Note that the side plate 1 of the present invention has a cross-sectional area reduced by 4% compared to the side plate 101 having a conventional shape. Therefore, the side plate 1 can be reduced in weight by that amount.

  Although the present invention has been described based on the embodiments of the present invention, the present invention is not limited to the above-described embodiments, and various improvements and modifications can be made without departing from the spirit of the present invention. It can be easily guessed.

  For example, in the side plate 1 according to the embodiment of the present invention, the case where the plate thickness L8 of the inclined portion 45 is set to a constant value substantially the same as the plate thickness L2 of the back side plate portion 20 has been described. There is nothing, and the side plate 1 is configured such that the thickness of the inclined portion 45 on the branching portion 41 side is thicker than L2, and the thickness of the end portion on the back side plate portion 20 side of the inclined portion 45 becomes the same as L2 while gradually decreasing. You may set as follows.

It is a side view of the railway vehicle of this invention. FIG. 2 is a cross-sectional view of a side plate and a passenger door taken along line II-II in FIG. 1. It is a partial expanded sectional view of the side plate in the III part of FIG. (A) is a figure which shows the displacement amount of the side plate of a conventional shape, shows the state before the deformation | transformation in which the load is not loaded with the dashed-two dotted line, and has shown the state after a deformation | transformation with the continuous line. (B) is a figure which shows the displacement amount of the side plate of this invention, shows the state before the deformation | transformation in which the load is not loaded with the dashed-two dotted line, and shows the state after a deformation | transformation with a continuous line. (A) is a stress figure which shows the stress distribution of the side plate of a conventional shape, shows the state before the deformation | transformation in which the load is not loaded with the dashed-two dotted line, and has shown the state after a deformation | transformation with the continuous line. (B) is a stress diagram showing the stress distribution of the side plate of the present invention, showing a state before deformation with no load applied by a two-dot chain line, and showing a state after deformation by a solid line.

Explanation of symbols

1 Side plate 5 Entrance 6 Door for guest room (side entrance door)
DESCRIPTION OF SYMBOLS 10 Front side board part 11 Door support part 20 Back side board part 40 Connection part 41 Branch part 43 Middle part 45 Inclination part 100 Railway vehicle L1 Board thickness L3 Door support part board thickness L4 Front side board part and back side board part Opposite spacing L5 Thickness L6 of the branching portion L6 Standing height L8 standing from the back surface of the front side plate portion of the branching portion Thickness of the inclined portion

Claims (3)

A side plate and a side door that closes the door of the side plate are provided, and a front side plate portion disposed on the vehicle outer side and a rear side disposed on the vehicle inner side in a state of facing the front plate portion. A plate part, a connecting part that connects the back side plate part and the end part on the entrance / exit side of the front side plate part, and extends from the end part of the front side plate part to which the connecting part is connected toward the entrance / exit side. A railcar configured to maintain airtightness between the side plate and the side door by bringing the side door into contact with the door support of the side plate. ,
The connecting portion is
A bifurcated portion erected vertically from the back surface of the front side plate portion,
An inclined portion extending from the end on the entrance / exit side of the back side plate portion toward the entrance / exit,
An intermediate portion connecting the tip of the inclined portion in the extending direction and the tip of the branching portion in the standing direction;
The branching portion has a standing height standing from the back surface of the front side plate portion that is smaller than a facing interval between the front side plate portion and the back side plate portion, and a thickness of the branch portion is set to It is larger than the plate thickness of the side plate and door support,
The inclined portion is inclined with respect to the front side plate portion, and approaches the front side plate portion from the back side plate portion side toward the intermediate portion side, and the thickness of the inclined portion is the plate thickness of the branch portion. Is smaller than
The railway vehicle is characterized in that the intermediate portion is curved in a convex arc shape toward the vehicle interior side.   The railway vehicle according to claim 1, wherein the branch portion is configured such that a side surface on the door support portion side is curved in a convex arc shape toward the vehicle inner side.   The railway vehicle according to claim 2, wherein the inclined portion is configured to bend in a convex arc shape toward the vehicle outer side.

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