JP7536611B2 - Rail vehicles - Google Patents

Description

The present invention relates to a railway vehicle having an underframe and a front end structure arranged upright on the underframe and connected to the end of the underframe in the track direction, the underframe having longitudinal beams with a longitudinal direction approximately parallel to the track direction of the railway vehicle.

As disclosed in Patent Document 1, the body of a railway vehicle is configured to form a hexahedron with an underframe that forms the floor surface, end structures that are erected at both ends of the underframe in the track direction to form the front or coupling part of the body (hereinafter, the end structure that forms the front part of the body is referred to as the front end structure), side structures that are erected at both ends of the underframe in the sleeper direction to form the sides of the body, and a roof structure that is located at the upper ends of the end structure and side structures to form the roof of the body.

In such a railway vehicle, for example, as shown in FIG. 7, the front end structure 12 is disposed perpendicular to the underframe 31 and is connected to the end of the underframe 31 in the track direction. The front end structure 12 consists of an end plate 121 that forms the leading surface of the railway vehicle, and end pillars 122 that support the end plate 121. The underframe 31 also consists of an end beam 311, a pair of side beams 312, a bolster 313, and a pair of center beams 314.

The front end structure 12 is welded to the top surface of the end beam 311 of the underframe 31 via the joint plate 123, and is also welded to the underframe 31 by welding the end pillar 122 of the front end structure 12 to the center beam 314 of the underframe 31. As shown in FIG. 8, the end face of the center beam 314 on the front end structure 12 side in the track direction is the joint surface 314a, and the welding between the end pillar 122 and the center beam 314 is performed around this joint surface 314a with the joint surface 314a abutting against the end pillar 122. As shown in FIG. 8 and FIG. 9, the welded portion is represented as a weld bead 118.

JP 2005-59729 A

However, the above-mentioned conventional techniques have the following problems.
For example, suppose an accident occurs in which a large truck enters a railroad crossing just before a railroad vehicle passes, and the railroad vehicle collides head-on with the large truck. Since the loading platform of the large truck is often located at a position higher than the underframe 31 of the railroad vehicle, as shown in FIG. 10, the loading platform of the large truck (obstacle 41) may apply a collision impact force F1 to the front end body structure 12. When the impact force F1 is applied to the front end body structure 12 at a position higher than the underframe 31, the front end body structure 12 deforms toward the inside of the railroad vehicle, and a force (shear force F11) that tries to pull the front end body structure 12 toward the ceiling of the railroad vehicle is generated at the location where the joint surface 314a and the end pillar 122 are welded. Since the weld length L21 (see FIG. 9) in the height direction of the railroad vehicle at the location where the joint surface 314a and the end pillar 122 are welded is only the thickness of the center beam 314, it cannot withstand the shear force F11 and may break. If the welded portion were to break, the obstacle 41 could sink into the crew compartment, putting the crew in danger.

The present invention is intended to solve the above problems and aims to improve the strength of the connection between the front end structure and the underframe.

In order to solve the above problems, a railway vehicle according to the present invention has the following configuration.
(1) A railway vehicle having an underframe and a front end structure arranged upright on the underframe and connected to an end of the underframe in the track direction, the underframe having longitudinal beams with a longitudinal direction substantially parallel to the track direction of the railway vehicle, the longitudinal end face of the underframe has a connection surface that abuts against and is connected to a surface of the front end structure on the inner side of the railway vehicle, the connection surface is formed by the longitudinal end face of the longitudinal beam, the longitudinal beam has an enlarged portion at the longitudinal end that gradually increases the thickness dimension of the longitudinal beam in the height direction of the railway vehicle to the connection surface, the enlarged portion is formed by inclining the surface of the longitudinal beam on the ceiling side of the railway vehicle at an angle with respect to the track direction, the front end structure has a gable pillar arranged upright on the underframe, and the gable pillar and the longitudinal beam are in a positional relationship that overlaps when viewed from the front of the railway vehicle . Note that substantially parallel means that the longitudinal beam forms a shallow angle of 0 degrees to 45 degrees with respect to the track direction.

According to the railway vehicle of (1), the longitudinal beam has a connecting surface that abuts against and connects to the inner surface of the front end bodywork of the railway vehicle, and further has an enlarged portion that gradually increases the thickness dimension of the longitudinal beam in the height direction of the railway vehicle up to the connecting surface. In other words, the dimension of the connecting surface in the height direction of the railway vehicle is made larger than the thickness dimension of the longitudinal beam.

Because the joint surface is joined to the front end structure by, for example, welding, the weld length in the height direction of the railcar at the joint surface (hereinafter simply referred to as the weld length) can be made longer than the thickness dimension of the vertical beam. The height direction of the railcar at the joint surface is the same direction as the force (hereinafter simply referred to as the shear force) that tries to pull the front end structure toward the ceiling of the railcar, and by lengthening the weld length in the same direction as the shear force, the strength against shear force of the part where the front end structure and the joint surface are welded can be improved. Therefore, even if an impact force is applied to the front end structure when the railcar collides head-on with an obstacle and a shear force occurs at the part where the front end structure and the joint surface are welded, the risk of the welded part breaking can be reduced. If the welded part does not break, the obstacle is pushed aside by the front end structure, reducing the risk of it being embedded in the driver's compartment, and the safety of the driver can be maintained.

(2) In the railway vehicle described in (1), the angle is between 30 degrees and 60 degrees .

The railway vehicle (2) makes it possible to secure sufficient welding length at the joint surface while ensuring the volume of the driver's compartment, thereby improving the strength of the welded points against shear forces.

If the inclination angle of the enlarged portion is small, the weld length of the joint surface will be small, and if the inclination angle is large, the weld length of the joint surface will be large. If the inclination angle of the enlarged portion is less than 30 degrees, the weld length will not be sufficient, and the durability against shear force at the point where the front end body structure and the joint surface are welded will not be sufficiently improved. On the other hand, if the inclination angle of the enlarged portion is more than 60 degrees, the weld length will be long and the durability against shear force can be improved, but since the driver's compartment is located directly above the enlarged portion on the inner side of the front end body structure of the railway vehicle, it may be difficult to ensure the volume of the driver's compartment. Therefore, by setting the inclination angle of the enlarged portion between 30 degrees and 60 degrees, it is possible to ensure the volume of the driver's compartment while ensuring a sufficient weld length at the joint surface, and the strength against shear force at the welded point can be improved.

(3) In the railway vehicle according to (1) or (2) , the joining surface is abutted against and joined to an inner surface of the end pillar of the railway vehicle.

According to the railway vehicle of (3), the joint surface is joined to the inner surface of the end pillar of the railway vehicle by, for example, welding. This improves the strength against shear force at the welded portion between the vertical beam and the end pillar, and thus reduces the risk of the welded portion breaking.

(4) In the railway vehicle described in (1) or (2), the front end structure is arranged at the end on the floor side of the railway vehicle and is equipped with an end base on which end pillars are erected, and the joining surface is abutted against and joined to the inner surface of the end base of the railway vehicle.

According to the railway vehicle of (4), the joint surface is joined to the inner surface of the end base of the railway vehicle by, for example, welding. This improves the strength against shear forces at the welded portion between the vertical beam and the end base, thereby reducing the risk of the welded portion breaking.

The railway vehicle of the present invention can improve the strength of the connection between the front end structure and the underframe.

FIG. FIG. 4 is a perspective view showing the joined state of the underframe and the front end structure. FIG. 4 is a partial cross-sectional view showing the joint between the end pillar of the front end structure and the center sill of the underframe. FIG. 4 is a cross-sectional view taken along line AA in FIG. FIG. 5 is a diagram showing a modified example of the railway vehicle, and corresponds to FIG. 3 . FIG. 5 is a diagram showing a modified example of the railway vehicle, and corresponds to FIG. 3 . FIG. 1 is a perspective view showing a connection state between an underframe and a front end body structure of a railway vehicle according to the prior art. FIG. 1 is a partial cross-sectional view showing a joint between an end pillar of a front end body structure and a center beam of an underframe of a railway vehicle according to the prior art. BB cross-sectional view of FIG. 8. FIG. 1 is a diagram showing a state in which an impact force is applied to a front end body structure of a railway vehicle according to the prior art. 1A and 1B are diagrams illustrating an example of the configuration of a center beam.

An embodiment of a railway vehicle according to the present invention will be described in detail with reference to the drawings.

1 is a side view of a railway vehicle 1 according to an embodiment of the present invention. As shown in FIG. 1, the car body 2 of the railway vehicle 1 is configured to form a hexahedron with an underframe 11 forming a floor surface, a front end structure 12 that is erected at one end of the underframe 11 in the track direction and forms the front end of the car body 2, a joint structure 15 that is erected at the other end of the underframe 11 and forms the connecting part of the car body 2, side structures 13 that are erected at both ends of the underframe 11 in the sleeper direction and form the side surfaces of the car body 2, and a roof structure 14 that is disposed at the upper ends of the front end structure 12, the joint structure 15 and the side structure 13 and forms the roof of the car body 2. The car body 2 is supported by a bogie 16 equipped with wheels 17 via bolster springs 18. The side structure 13 is provided with a driver entrance 20A leading to the driver's compartment, and a passenger entrance 20B leading to the passenger compartment, and windows 20C. Couplers 19 are provided at both ends of the underframe 11 in the track direction so as to protrude outward in the longitudinal direction of the vehicle beyond the front end structure 12 and the connecting end structure 15, making it possible to couple adjacent railcars together.

Figure 2 is a perspective view showing the connection between the underframe 11 and the front end structure 12. Figure 3 is a partial cross-sectional view showing the connection between the end pillar 122 of the front end structure 12 and the center beam 114 of the underframe 11. Figure 4 is a cross-sectional view taken along line AA in Figure 3.

As shown in FIG. 2, the front end structure 12 consists of an end plate 121 that forms the leading surface of the railway vehicle 1, and end pillars 122 that support the end plate 121 from the inside of the car body 2.

The end plate 121 is made of a metal such as carbon steel, stainless steel, or aluminum alloy. An opening 121a is provided in the center of the end plate 121 in the sleeper direction for a passageway connecting the inside and outside of the railway car 1, and a pair of window openings 121b are provided on either side of the opening 121a. Window glass is fitted into the window openings 121b and used as windows.

The end pillars 122 are made of metal such as carbon steel, stainless steel, or aluminum alloy, and are formed from flat material into a rectangular tube shape by press molding, welding, or other methods. A pair of end pillars 122 are arranged to sandwich the opening 121a of the end plate 121, and are welded to the inner surface of the end plate 121 facing the vehicle body 2.

The underframe 11 consists of end beams 111, side beams 112 and center beams 114 as vertical beams, and a bolster 113. The end beams 111, side beams 112, center beam 114, and bolster 113 are generally formed with a U-shaped or cylindrical cross section from metal plates such as stainless steel, carbon steel, or aluminum alloy.

Each of the pair of end beams 111 is arranged in a straight line with its longitudinal direction along the sleeper direction of the railway vehicle 1, forming the track-direction end of the underframe 11. The end of each of the pair of end beams 111 on the outer side of the railway vehicle 1 in the sleeper direction is connected to the end of the side beam 112 arranged with its longitudinal direction approximately parallel to the track direction of the railway vehicle 1. As described above, the side beam 112 is approximately parallel to the track direction, but it does not necessarily have to be parallel. The side beam 112 may be angled with respect to the track direction, and the overall width of the railway vehicle 1 in the sleeper direction may be gradually reduced toward the front end body structure 12. In this case, it is desirable that the angle of the side beam 112 with respect to the track direction is a shallow angle of 0 degrees to 45 degrees in order to fulfill the purpose of supporting the load.

Between a pair of opposing side beams 112, a bolster 113 to which the bogie 16 is attached extends in the direction of the sleepers of the railway vehicle 1, and both ends of the bolster 113 in the sleeper direction are connected to the side beams 112.

In addition, a center sill 114 arranged approximately parallel to the track direction is connected to the end of each of the pair of end sills 111 on the inner side of the railway vehicle 1 in the sleeper direction, and the end of the center sill 114 opposite to the end of the end sill 111 connected to the side is connected to the center of the bolster 113 in the sleeper direction. Note that the end sill 111, side sill 112, bolster 113, and center sill 114 are firmly connected to each other by welding. Note that, as described above, the center sill 114 is approximately parallel to the track direction, but it does not necessarily have to be parallel, and it may be angled with respect to the track direction, so that the distance between the pair of center sills 114, 114 gradually decreases or increases toward the front end body structure 12. In this case, it is desirable that the angle of the center sill 114 with respect to the track direction is a shallow angle of 0 degrees to 45 degrees in order to fulfill the purpose of supporting the load.

The end face of the center sill 114 on the end sill 11 side forms a connecting surface 114b (see Figure 3) that is connected to the end pillar of the front end structure 12. Furthermore, at the end of the center sill 114 on the connecting surface 114b side, the surface of the center sill 114 facing the ceiling of the railway vehicle 1 is inclined at an angle θ (see Figure 3) with respect to the track direction, forming an enlarged portion 114a. Note that it is desirable for this angle θ to be between 30 degrees and 60 degrees.

The enlarged portion 114a gradually increases the thickness dimension L12 (see FIG. 4) of the center beam 114 in the height direction of the railway vehicle 1 up to the connecting surface 114b. This enlarged portion 114a makes the dimension of the connecting surface 114b in the height direction of the railway vehicle 1 larger than the thickness dimension L12 of the center beam 114. In this embodiment, the center beam 114 is configured such that the enlarged portion 114a and other portions are separate members, but they may be integrated. When integrated, for example, as shown in FIG. 11(a), the center beam 114 may be formed by welding three components: a flat flange 1141, a flat web 1142, and a flat flange 1143 that has been bent to form the enlarged portion 114a. Alternatively, as shown in FIG. 11(b), the center beam 114 may be formed by welding two components: an angle 1144 with an L-shaped cross section, and a flat flange 1143 that has been bent to form the enlarged portion 114a.

The front end structure 12 and the underframe 11, which have the above-mentioned configuration, are joined as follows.

The front end structure 12 is positioned at a right angle to the underframe 11, and is positioned so that the end beam 111 of the underframe 11 abuts against the lower end of the surface of the end plate 121 facing the inside of the railway car 1 (hereinafter simply referred to as the inner surface). A joint plate 123 that is connected to protrude from the inner surface of the end plate 121 is connected to the surface of the end beam 111 facing the ceiling of the railway car 1, thereby connecting the front end structure 12 to the underframe 11. The connection between the end plate 121 and the joint plate 123 and the connection between the joint plate 123 and the end beam 111 are both performed by welding.

Furthermore, the front end structure 12 and the underframe 11 are also joined by the end pillar 122 of the front end structure 12 and the center sill 114 of the underframe 11. As shown in Figure 3, the end pillar 122 and the center sill 114 are joined by butting the joining surface 114b of the center sill 114 against the surface of the end pillar 122 opposite the end plate 121 and welding the periphery of the joining surface 114b. As shown in Figures 3 and 4, the welded area is shown as a weld bead 115. The joining of the end pillar 122 and the center sill 114 is performed when the front end structure 12 and the underframe 11 are joined. In other words, instead of joining the other beams that make up the underframe 11 to the center sill 114 that is connected to the end pillars 122, in a separate process in advance, the end sills 111, side sills 112, bolster 113, and center sill 114 are welded together to form a strong underframe 11, and then the front end structure 12, which has also been assembled in a separate process in advance, is joined to the underframe 11.

The enlarged portion 114a makes the dimension of the joint surface 114b in the height direction of the railway vehicle 1 (the vertical direction in Figures 3 and 4) larger than the thickness dimension L12 of the center beam 114. This allows the weld length L11 in the height direction of the railway vehicle 1 at the joint surface 114b to be longer than the thickness dimension L12 of the center beam 114.

The height direction of the railway car 1 at the connecting surface 114b is the same direction as the force (hereinafter simply referred to as shear force) that tries to pull the front end body structure 12 toward the ceiling of the railway car 1, and by increasing the weld length L11 in the same direction as the direction of the shear force, the strength against shear force of the part where the front end body structure 12 and the connecting surface 114b are welded can be improved. Therefore, even if an impact force is applied to the front end body structure 12 from the outside of the railway car 1 in the track direction when the railway car 1 collides head-on with an obstacle, and a shear force is generated at the part where the front end body structure 12 and the connecting surface 114b are welded, the risk of the welded part breaking can be reduced.

In the above embodiment, the connecting surface 114b of the center beam 114 is connected to the gable pillar 122, but this is not limited to the above, and the following modifications are possible:

For example, as shown in FIG. 5, the front end structure 12 is made up of an end plate 121, an end base 125, and an end pillar 124. The end base 125 is formed in a rectangular tube shape, and is joined to the end plate 121 by welding, with the end plate 121 horizontally stretched from one end of the end plate 121 in the sleeper direction to the other end at the end of the floor side of the railway vehicle 1. Then, an end pillar 124 is erected on the end base 125, and the end pillar 124 is joined to the end plate 121 and the end base 125 by welding.

When the front end structure 12 has this configuration, the connecting surface 114b of the center sill 114 is butted against the surface of the end base 125 opposite the end plate 121, and is connected to the end base 125 by welding the periphery of the connecting surface 114b. The welded area is shown as a weld bead 116.

Furthermore, in the above embodiment, the enlarged portion 114a of the center beam 114 is formed by inclining the surface of the center beam 114 on the ceiling side of the railway vehicle 1 at an angle θ with respect to the track direction. However, as shown in FIG. 6, the surface of the center beam 214 on the ceiling side of the railway vehicle 1 (the upper end surface in FIG. 6) and the opposite surface (the lower end surface in FIG. 6) may be inclined at an angle θ with respect to the track direction to form the enlarged portion 214a and the enlarged portion 214b. Because of these enlarged portions 214a and 214b, the dimension of the joint surface 214c in the height direction of the railway vehicle 1 (the vertical direction in FIG. 6) is larger than the thickness dimension of the center beam 214, so that the weld length with the gable pillar 122 can be larger than the thickness dimension of the center beam 214. Note that the two angles θ in FIG. 6 are preferably between 30 degrees and 60 degrees, and may be the same angle or different angles.

As described above, according to the railway vehicle of this embodiment,
(1) A railway vehicle 1 having an underframe 11 and a front end structure 12 arranged upright on the underframe 11 and connected to an end of the underframe 11 in the track direction, wherein the underframe 11 has a center sill 114 (214) having a longitudinal direction approximately parallel to the track direction of the railway vehicle 1, the longitudinal end face of the underframe 11 has a connecting surface 114b (214c) that abuts against and connects to the inner surface of the railway vehicle 1 of the front end structure 12, the connecting surface 114b (214c) is formed by the longitudinal end face of the center sill 114 (214), and the center sill 114 (214) has an enlarged portion 114a (214a, 214b) at its longitudinal end that gradually increases a thickness dimension L12 of the center sill 114 (214) in the height direction of the railway vehicle 1 to the connecting surface 114b (214c).

According to the railway vehicle 1 of (1), the center sill 114 (214) has a connecting surface 114b (214c) that abuts against and connects to the inner surface of the front end body structure 12 of the railway vehicle 1, and further has an enlarged portion 114a (214a, 214b) that gradually increases the thickness dimension L12 of the center sill 114 (214) in the height direction of the railway vehicle 1 to the connecting surface 114b (214c). In other words, the dimension of the connecting surface 114b (214c) in the height direction of the railway vehicle 1 is made larger than the thickness dimension L12 of the center sill 114 (214).

Since the joint surface 114b (214c) is joined to the front end body structure 12 by, for example, welding, the weld length L11 in the height direction of the railway car 1 at the joint surface 114b (214c) can be made longer than the thickness dimension L12 of the center sill 114 (214). The height direction of the railway car 1 at the joint surface 114b (214c) is the same direction as the force (hereinafter simply referred to as shear force) that tries to pull the front end body structure 12 toward the ceiling of the railway car 1, and by lengthening the weld length L11 in the same direction as the direction of the shear force, the strength against shear force of the part where the front end body structure 12 and the joint surface 114b (214c) are welded can be improved. Therefore, even if an impact force is applied to the front end structure 12 when the railway vehicle 1 collides head-on with an obstacle and a shear force is generated at the point where the front end structure 12 and the connecting surface 114b (214c) are welded, the risk of the welded point breaking can be reduced.

(2) In the railway vehicle 1 described in (1), the expansion section 114a (214a) is characterized in that the surface of the center beam 114 (214) facing the ceiling of the railway vehicle 1 is inclined at an angle of 30 degrees to 60 degrees with respect to the track direction.

(2) According to the railway vehicle 1, it is possible to secure the volume of the crew compartment while sufficiently securing the weld length L11 at the joint surface 114b (214c), thereby improving the strength of the welded points against shear forces.

If the inclination angle θ of the enlarged portion 114a (214a) is small, the weld length L11 of the joint surface 114b (214c) is small, and if the inclination angle θ is large, the weld length L11 of the joint surface 114b (214c) is large. If the inclination of the enlarged portion 114a (214a) is smaller than 30 degrees, the weld length L11 cannot be sufficiently secured, and the durability against shear force at the point where the front end body structure 12 and the joint surface 114b (214c) are welded cannot be sufficiently improved. On the other hand, if the inclination of the enlarged portion 114a (214a) is larger than 60 degrees, the weld length L11 becomes longer and the durability against shear force can be improved, but since a driver's compartment is provided on the inner side of the front end body structure 12 of the railway vehicle 1 directly above the enlarged portion 114a (214a), it may be difficult to secure the volume of the driver's compartment. Therefore, by setting the inclination angle θ of the enlarged portion 114a (214a) between 30 degrees and 60 degrees, it is possible to ensure sufficient weld length L11 at the joint surface 114b (214c) while still ensuring the volume of the crew compartment, thereby improving the strength of the welded area against shear forces.

(3) In the railway vehicle 1 described in (1) or (2), the front end structure 12 has a gable post 122 arranged upright relative to the underframe 11, and the connecting surface 114b (214c) is abutted against and connected to the inner surface of the gable post 122 on the railway vehicle 1.

According to the railway vehicle 1 of (3), the connecting surface 114b (214c) is connected to the inner surface of the end pillar 122 of the railway vehicle 1, for example, by welding. Therefore, at the welded portion between the center sill 114 (214) and the end pillar 122, the strength against the force (shear force) that tries to pull the front end body structure 12 toward the ceiling of the railway vehicle 1 can be improved, and the risk of the welded portion breaking can be reduced.

(4) In the railway vehicle 1 described in (1) or (2), the front end structure 12 is characterized in that it comprises a end pillar 124 arranged upright relative to the underframe 11, and an end base 125 arranged at the end of the floor side of the railway vehicle 1 and on which the end pillar 124 is arranged upright, and the connecting surface 114b is abutted against and connected to the inner surface of the end base 125 of the railway vehicle 1.

According to the railway car 1 of (4), the connecting surface 114b is connected to the inner surface of the end base 125 of the railway car 1, for example, by welding. Therefore, at the welded portion between the center sill 114 (214) and the end base 125, the strength against the force (shear force) that tries to pull the front end structure 12 toward the ceiling of the railway car 1 can be improved, and the risk of the welded portion breaking can be reduced.

The above embodiment is merely an example and does not limit the present invention in any way. Naturally, the present invention can be improved and modified in various ways without departing from the spirit of the invention. For example, in the above embodiment, the center sill 114 (214) has an enlarged portion 114a (214a, 214b) and a connecting surface 114b (214c) at the end of the center sill 114 (214) on the front end structure 12 side in the track direction, but it is also possible for the side sill 112 to have an enlarged portion and a connecting surface, and to be connected to the end pillar 122 or the end base 125, in addition to the center sill 114 (214).

1 Railway vehicle 11 Underframe 12 Front end body structure 114 Center beam (an example of a vertical beam)
114a Enlarged portion 114b Bonding surface

Claims (4)

A railway vehicle having an underframe, and a front end bodyshell arranged upright relative to the underframe and connected to an end of the underframe in a track direction, the underframe having a longitudinal beam having a longitudinal direction substantially parallel to the track direction of the railway vehicle,
a connecting surface at an end surface in a longitudinal direction of the underframe that is abutted against and connected to an inner surface of the front end structure of the railway vehicle;
the joint surface is formed by an end surface of the longitudinal beam in the longitudinal direction, and the longitudinal beam has an enlarged portion at an end portion in the longitudinal direction that gradually increases a thickness dimension of the longitudinal beam in the height direction of the railway car up to the joint surface;
the enlarged portion is formed by inclining a surface of the vertical beam on the ceiling side of the railway vehicle at an angle with respect to a track direction;
The front end structure has a gable post arranged upright relative to the underframe,
The gable pillar and the longitudinal beam are in an overlapping positional relationship when viewed from the front of the railway vehicle;
A railway vehicle characterized by: 2. The railway vehicle according to claim 1,
the angle is between 30 degrees and 60 degrees;
A railway vehicle characterized by: The railway vehicle according to claim 1 or 2 ,
The coupling surface is abutted against and coupled to an inner surface of the end pillar of the railway vehicle;
A railway vehicle characterized by: The railway vehicle according to claim 1 or 2,
the front end structure is disposed at an end portion of the floor side of the railway vehicle and includes an end base on which the end pillar is erected;
The coupling surface is abutted against and coupled to an inner surface of the end foundation of the railway vehicle;
A railway vehicle characterized by:

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