JP7695817B2 - Rail vehicles - Google Patents

Description

The present invention relates to a railway vehicle that includes a bogie for running on a track, an underframe supported by the bogie, a bolster that constitutes the underframe above the bogie, and a transmission member that transmits the tractive force in the track direction caused by the running of the bogie to the underframe.

As shown in Patent Document 1, railway vehicles such as commuter trains, express trains, and Shinkansen trains are equipped with an underframe that forms the underside of the car body. Railway vehicles according to the prior art use an underframe 200 configured as shown in FIG. 23, for example. Note that FIG. 23 shows one of the two ends of the underframe 200 in the track direction (for example, the front end of the railway vehicle). FIG. 24 is a cross-sectional view taken along line O-O in FIG. 23, and FIG. 25 is a cross-sectional view taken along line P-P in FIG. 23.

The underframe 200 is formed in a rectangular shape, with its longitudinal direction in the track direction. In addition, both ends of the underframe 200 in the track direction are formed by end beams 201. A pair of side beams 202 arranged along the track direction are connected to both ends of the end beam 201 in the sleeper direction. A bolster 203 suspends the pair of side beams 202 at a position of the underframe 200 directly above the bogie 16 (see FIG. 24). A center pin 21 is connected to the center of the bolster 203 in the sleeper direction. This center pin 21 is a member for transmitting the traction force in the track direction caused by the bogie 16 traveling, or the braking force when the brakes are applied, to the underframe 200 (hereinafter, the forces transmitted from the bogie 16 to the underframe 200, such as traction force and braking force, will be collectively referred to as traction force). In addition, the bolster springs 18 of the bogie 16 are located at both ends of the bolster 203 in the sleeper direction, and the bogie 16 supports the underframe 200 with these bolster springs 18. A pair of center beams 204 are horizontally installed between the center of the end beam 201 in the sleeper direction and the center of the bolster 203 in the sleeper direction. A coupler 19 for connecting adjacent railway cars is connected to the end of the end beam 201 side of the lower surface (the surface on the track side) of the center beam 204. Furthermore, the underframe 200 is surrounded by the end beam 201, the side beam 202, the bolster 203, and the center beam 204, and is provided with a structural floor 205 connected to each beam. As shown in FIG. 25, this structural floor 205 is an extruded member having a truss-shaped cross section, and the extrusion direction is arranged parallel to the track direction.

The above-mentioned underframe 200 is subjected to various loads, such as the traction force in the track direction when the bogie 16 runs (hereinafter referred to as the traction force of the bogie 16), the reaction force of the load when the bogie 16 supports the underframe 11 with the bolster spring 18 (hereinafter referred to as the reaction force of the bolster spring 18), and the load transmitted from an adjacent railway vehicle via the coupler 19 (hereinafter referred to as the load of the coupler 19). In many cases, these loads are applied to the bolster beam 203, in particular, among the beams that constitute the underframe 200.

For example, the traction force of the bogie 16 is applied to the bolster 203 by the center pin 21. After being applied to the bolster 203, the traction force is transmitted to the end beam 201 via the center beam 204 (see arrow F71) as shown in FIG. 26(b), and is further transmitted from the end beam 201 to the side beam 202 (see arrow F72). In addition, the traction force is transmitted directly from the bolster 203 to the side beam 202 (see arrow F81).

For example, the reaction force of the bolster spring 18 is applied to the bolster beam 203 by the bolster spring 18 as shown by the arrow F91 in FIG. 27(b).

For example, the load of the coupler 19 is applied to the bolster 203 via the center sill 204 as shown by the arrow F101 in FIG. 28(b). After being applied to the bolster 203, the load is further transferred to the side sill 202 as shown by the arrow F102.

As described above, since a load is often applied to the bolster 203, the bolster 203 must be able to withstand the load. For this reason, the bolster 203 is generally made a large and sturdy structure compared to the other beams that make up the underframe 200, for example with a width dimension in the track direction of approximately 800 mm and a thickness dimension of approximately 200 mm, making it a uniform thickness overall.

JP 2017-43278 A JP 2010-173628 A

However, the above-mentioned conventional techniques have the following problems.
Conventionally, it is common to arrange equipment parts such as wiring, piping, and ducts on the underside of the underframe 200. However, as described above, the bolster 203 is a large and strong structure, and the gap between the bolster 203 and the bogie 16 is narrow, making it difficult to provide a sufficient space for arranging the equipment parts. For example, in the example of Fig. 24, the space between the bolster 203 and the bogie 16 is a buffer space when the underframe 200 sinks downward due to passengers getting on the railway vehicle, and the bolster spring 18 is bent, and therefore cannot be used for arranging the equipment parts.

Because it is difficult to provide sufficient space for arranging the outfitting parts as described above, one possible solution is to provide holes in the bolster 203 that penetrate the bolster 203 in the track direction and pass wiring and piping through the holes. However, there are concerns that the strength of the bolster 203 may be reduced by the holes being penetrated, and the processing for penetrating the holes and the work of passing wiring and piping through the holes are not easy, which increases manufacturing costs. Patent Document 2 also discloses a car body structure in which wiring and piping are passed through the inside of a center beam that crosses the bolster, but the work of passing wiring and piping through the inside of the center beam is not easy, which increases manufacturing costs.

The present invention is intended to solve the above problems, and aims to provide a railway vehicle that can secure sufficient space for arranging equipment parts and allows easy installation of the equipment parts.

In order to solve the above problems, a railway vehicle according to the present invention has the following configuration.
(1) A railway vehicle comprising a bogie for running on a track, an underframe supported by the bogie, a bolster extending in a sleeper direction above the bogie and constituting the underframe, and a transmission member for transmitting a tractive force in the track direction caused by the running of the bogie to the underframe, the underframe having a center beam extending parallel to the track direction at a center in the sleeper direction, the underframe comprising end beams at both ends in the track direction, a pair of side beams joined to both ends in the sleeper direction of the end beam and extending along the track direction, and a cross beam extending parallel to the bolster on the center side of the railway vehicle in the track direction relative to the bolster to suspend the pair of side beams, the center beam having at least a portion penetrating the bolster in the track direction. the center beam transmits the traction force applied to the center beam by the transmission member to the pair of side beams via the cross beam; the underframe has an outfitting space that is open to the outside of the underframe on the underside on the track side near the bolster; the bolster has stepped portions that are recessed from the underside on the track side of the center beam and sandwich the portion of the center beam that penetrates the bolster from both sides in the sleeper direction; and the outfitting space is formed by the stepped portions .

(3) A railway vehicle comprising a bogie for running on a track, an underframe supported by the bogie, a bolster extending in a sleeper direction above the bogie to constitute the underframe, and a transmission member for transmitting a tractive force in the track direction caused by the running of the bogie to the underframe, the underframe having a center beam extending parallel to the track direction in a center portion in the sleeper direction, the transmission member being connected to the center beam, the underframe having end beams at both ends in the track direction, a pair of side beams connected to both ends in the sleeper direction of the end beam and extending along the track direction, and a pair of side beams extending parallel to the bolster in the track direction toward the center of the railway vehicle in the track direction, and a cross beam that traverses a pair of side beams; one end of the center beam in the track direction is connected to the end beam and the other end is connected to the cross beam, so that the center beam transmits the traction force applied to the center beam by the transmission member to the pair of side beams via the cross beam; the underframe has an outfitting space that is open to the outside of the underframe on the underside of the track side near the bolster; the bolster extends from each of both ends of the underframe in the sleeper direction toward the center beam; a gap is provided between the bolster and the center beam; and the outfitting space is formed by the gap.

According to the railway vehicle of the present invention, a transmission member (e.g., a center pin) that transmits the traction force of the bogie in the track direction to the underframe is connected to the center beam extending parallel to the track direction, so that the traction force of the bogie is applied to the center beam. Therefore, the load on the bolster is reduced compared to the conventional case. If the load on the bolster is reduced, it is no longer necessary to make the bolster a large and strong structure like the conventional bolster. For example, as in the railway vehicle described in (2), the bolster can have a step portion that is recessed from the lower surface of the center beam on the track side or the upper surface opposite to the track side, or as in the railway vehicle described in (3), a gap can be provided between the bolster and the center beam. In this way, the step portion or the gap can be used to provide an outfitting space in the underframe. By providing an outfitting space, sufficient space can be secured for arranging outfitting parts. In addition, a structural floor or the like can be placed in the gap, and the bolster and the center beam can be connected via the structural floor. Even in this case, since the center beam bears the load of the traction force of the bogie, the structural floor does not need to be large and strong, and the proportion of the gap that is occupied by the structural floor can be kept to a minimum. This ensures sufficient space for arranging the outfitting parts. In addition, since the outfitting space is open to the outside of the frame, it is easy to arrange the outfitting parts.

FIG. FIG. 2 is a plan view of the underframe according to the first embodiment. This is a cross-sectional view taken along line AA in FIG. This is a cross-sectional view taken along line B-B of FIG. This is a cross-sectional view taken along the line AA-AA in FIG. 3 is a cross-sectional view taken along line AB-AB in FIG. 2. FIG. 4 is a plan view of an underframe according to a first modified example of the first embodiment. This is a cross-sectional view taken along the line CC of FIG. This is a cross-sectional view taken along the line D-D of FIG. FIG. 11 is a plan view of an underframe according to a second modified example of the first embodiment. This is a cross-sectional view taken along the line E-E of FIG. This is a cross-sectional view taken along the line FF in FIG. FIG. 11 is a plan view of an underframe according to a second embodiment. This is a cross-sectional view taken along line GG in Figure 13. This is a cross-sectional view taken along line HH of Figure 13. FIG. 14 is a reference diagram showing a duct arranged in the outfitting space of the underframe according to the second embodiment, and corresponds to the G-G cross-sectional view of FIG. 13. FIG. 13 is a plan view of an underframe according to a first modified example of the second embodiment. This is a cross-sectional view taken along line II of Figure 17. This is a cross-sectional view taken along the line JJ in Figure 17. FIG. 13 is a plan view of an underframe according to a second modified example of the second embodiment. This is a cross-sectional view taken along the line K-K in FIG. This is a cross-sectional view taken along the line L-L of Figure 20. FIG. 1 is a plan view of an underframe according to a conventional technique. This is a cross-sectional view taken along line O-O of Figure 23. This is a cross-sectional view taken along the line P-P of Figure 23. 1A is a diagram showing a transmission path of a traction force of a bogie in the underframe according to the first embodiment, and FIG. 1B is a diagram showing a transmission path of a traction force of a bogie in the underframe according to the conventional technology; 1A is a diagram showing a transmission path of a reaction force of a bolster spring in the underframe according to the first embodiment, and FIG. 1B is a diagram showing a transmission path of a reaction force of a bolster spring in the underframe according to the conventional technology; 1A is a diagram showing a load transmission path of a coupler in the underframe according to the first embodiment, and FIG. 1B is a diagram showing a load transmission path of a coupler in the underframe according to the conventional technology;

(First embodiment)
An embodiment of a railway vehicle according to the present invention will be described in detail with reference to the drawings. Fig. 1 is a side view of a railway vehicle 1 according to a first embodiment. Note that in Fig. 1, a bogie on the side of a transom body structure 15 and a part of a car body 2 are omitted.

The railway vehicle 1 is, for example, a commuter vehicle capable of running on a track 25, and as shown in FIG. 1, is composed of a car body 2 and a bogie 16 that supports the car body 2.

The car body 2 is configured to form a hexahedron with an underframe 11 that forms the floor, a front end structure 12 that is erected at one end of the underframe 11 in the track direction and forms the front part 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 bogie 16 can run on the track 25 by driven wheels 17, thereby pulling the car body 2. The side structure 13 is also provided with a crew entrance 20A leading to the crew compartment, and a passenger entrance 20B leading to the passenger compartment, as well as 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 car beyond the front end structure 12 and the connecting end structure 15, making it possible to couple adjacent railcars together.

The configuration of the underframe 11 of the railway vehicle 1 as described above will be described below. Figure 2 is a plan view of the underframe 11 according to the first embodiment. Figure 3 is a cross-sectional view taken along line A-A in Figure 2. Figure 4 is a cross-sectional view taken along line B-B in Figure 2. Figure 5 is a cross-sectional view taken along line AA-AA in Figure 2. Figure 6 is a cross-sectional view taken along line AB-AB in Figure 2. Note that Figure 2 shows one of the two end portions of the underframe 11 in the track direction (e.g., the end portion on the side of the front end structure 12). However, the other end portion (e.g., the end portion on the side of the transom structure 15) has a similar configuration.

As shown in FIG. 2, the underframe 11 is formed in a rectangular shape with its longitudinal direction in the track direction. Both ends of the underframe 11 in the track direction are formed by end beams 111. A pair of side beams 112 arranged along the track direction are connected to both ends of the end beams 111 in the sleeper direction. A bolster 113 suspends the pair of side beams 112 at a position of the underframe 11 directly above the bogie 16 (see FIG. 3). The bolster springs 18 of the bogie 16 are located at both ends of the bolster 113 in the sleeper direction, and the bogie 16 supports the underframe 11 (and thus the car body 2) with these bolster springs 18.

As shown in FIG. 5, the bolster 113 is formed by stacking and joining three flat extrusions with a harmonica-like cross section. The extrusion direction of these extrusions is parallel to the sleeper direction. As shown in FIG. 3, the bolster 113 has a recess 113a (an example of a step) drilled toward the upper surface (the surface opposite the track 25 side) in the center of the sleeper direction of the lower surface (the surface on the track 25 side). As shown in FIG. 6, this recess 113a is provided by cutting out a part of the three stacked extrusions (for example, in FIG. 6, the lower two extrusions), and is formed to have a depth of about one-third to one-half the thickness of the bolster 113. The thickness of the bolster 113 in the part supported by the bolster spring is about the same as that of the conventional one (about 200 mm). As shown in FIG. 2, the length of the recess 113a in the sleeper direction is set so as not to overlap with the bolster spring 18, and the thickness of the portion of the bolster 113 supported by the bolster spring 18 is ensured to be approximately the same as that of the conventional bolster 203. The extrusion material that constitutes the bolster 113 is not limited to a harmonica-shaped cross section, and a truss-shaped extrusion material may also be used. Although the above bolster 113 is formed by joining extrusion materials, it is not limited to this and may be formed as a single structure.

The underframe 11 also has a cross beam 119 that supports the pair of side beams 112 on the opposite side of the bolster 113 in FIG. 2 from the end beam 111 (i.e., closer to the center of the vehicle than the bolster 113) and that receives loads in the track direction, such as traction force, and transmits them to the pair of left and right side beams 112 (details will be described later). The cross beam 119 supports the pair of side beams 112 in parallel with the bolster 113.

The underframe 11 also has a pair of center sills 114 extending parallel to the track direction in the center in the sleeper direction. The center sills 114 are arranged to intersect with the bolster 113, with one end connected to the center in the sleeper direction of the end sill 111 and the other end connected to the center in the sleeper direction of the cross beam 119. The parts of the center sill 114 connected to the end sill 111, the parts connected to the cross beam 119, and the parts where both ends of the cross beam 119 are connected to the side beams 112 are firmly connected by the reinforcing members 118.

The center sill 114 has a recess 114a (see Figures 3 and 6) drilled from the upper surface (the surface opposite the track 25 side) to the lower surface (the surface on the track 25 side) at the point where it intersects with the bolster 113. The recess 113a of the bolster 113 and the recess 114a of the center sill 114 are joined so as to mesh with each other. As a result, the recess 113a of the bolster 113 becomes a step portion that is recessed from the lower surface of the center sill 114, as shown in Figure 3. The step portion (recess 113a) is divided into two by the center sill 114 in the sleeper direction, and each of the divided spaces is an outfitting space 117A and an outfitting space 117B formed on the lower surface (the surface on the track 25 side) of the underframe 11. The outfitting spaces 117A and 117B are used to arrange outfitting parts 22, such as wiring and piping.

The outfitting spaces 117A, 117B are open to the outside of the underframe 11. In other words, the outfitting spaces 117A, 117B are open downward in FIG. 3. Therefore, when installing the outfitting parts 22, they can be installed from the lower side of the outfitting spaces 117A, 117B. This installation work is easier than running wiring through holes that penetrate the bolster in the track direction.

A center pin 21 is connected to the underside of the center beam 114 at a location facing the bogie 16. This center pin 21 is a transmission member that transmits the traction force in the track direction caused by the bogie 16 running on the track 25 to the underframe 11. Furthermore, a coupler 19 is connected to the end of the center beam 114 on the underside facing the end beam 111.

As shown in FIG. 2, the underframe 11 is surrounded by end beams 111, side beams 112, bolster 113, and center beam 114, and is provided with a structural floor 115 connected to each of the beams. As shown in FIG. 4, the structural floor 115 is a double-skinned extruded member having a truss-shaped cross section, and the extrusion direction is arranged parallel to the track direction. As shown in FIG. 2, the underframe 11 is surrounded by cross beams 119, side beams 112, bolster 113, and center beam 114, and is provided with a structural floor 116 connected to each of the beams. Like the structural floor 115, the structural floor 116 is a double-skinned extruded member having a truss-shaped cross section, and the extrusion direction is arranged parallel to the track direction. The positions of the upper surfaces of these structural floors 115, 116 in the height direction of the railway vehicle are aligned with the position of the upper surface of the bolster 113.

The underframe 11 having the above-mentioned configuration is subjected to various loads, such as a traction force in the track direction caused by the bogie 16 running on the track 25 (hereinafter referred to as the traction force of the bogie 16), a reaction force of the load when the bogie 16 supports the underframe 11 with the bolster spring 18 (hereinafter referred to as the reaction force of the bolster spring 18), and a load transmitted from an adjacent railway vehicle via the coupler 19 (hereinafter referred to as the load of the coupler 19). However, compared to the underframe according to the conventional technology (for example, the underframe 200 shown in FIG. 23), the load applied to the bolster 113 is reduced. A detailed explanation will be given below with reference to FIG. 26 to FIG. 28. FIG. 26(a) is a diagram showing a transmission path of the traction force of the bogie 16 in the underframe 11. FIG. 26(b) is a diagram showing a transmission path of the traction force of the bogie 16 in the underframe 200. FIG. 27(a) is a diagram showing a transmission path of the reaction force of the bolster spring 18 in the underframe 11. FIG. 27(b) is a diagram showing the path of transmission of the reaction force of the bolster spring 18 in the underframe 200. FIG. 28(a) is a diagram showing the path of transmission of the load of the coupler 19 in the underframe 11. FIG. 28(b) is a diagram showing the path of transmission of the load of the coupler 19 in the underframe 200.

First, we will explain the traction force of the bogie 16. The traction force of the bogie 16 is applied to the underframe 11 by the center pin 21, which allows the railway vehicle 1 to run along the track 25.

In the underframe 11, the center pin 21 is connected to the center beam 114, so the traction force of the bogie 16 is first applied to the center beam 114. Then, as shown in FIG. 26(a), the traction force of the bogie 16 applied to the center beam 114 is transmitted to the end beam 111 via the center beam 114 and to the cross beam 119 (see arrows F11 and F21), and further transmitted from the end beam 111 to the side beam 112 (see arrow F12), and from the cross beam 119 to the side beam 112.

On the other hand, in the conventional underframe 200, the center pin 21 is connected to the bolster 203, so the traction force of the bogie 16 is first applied to the bolster 203. Then, as shown in FIG. 26(b), the traction force of the bogie 16 applied to the bolster 203 is transmitted to the end beam 201 via the center beam 204 (see arrow F71), and is further transmitted from the end beam 201 to the side beam 202 (see arrow F72). In addition, the traction force is transmitted directly from the bolster 203 to the side beam 202 (see arrow F81).

As described above, the traction force of the bogie 16 is directly applied to the bolster 203 of the conventional underframe 200, whereas the traction force of the bogie 16 is not directly applied to the bolster 113 of the underframe 11 of this embodiment.

Next, the reaction force of the pillow spring 18 will be explained. Because the bogie 16 supports the underframe 11 (and thus the car body 2) by the pillow spring 18, the mass of the underframe 11 (car body 2) is always loaded onto the pillow spring 18. Therefore, the reaction force of the pillow spring 18 is always loaded onto the underframe 11. In addition, if the underframe 11 sinks downward due to a passenger getting on the railway vehicle, for example, and the pillow spring 18 bends, an even stronger reaction force of the pillow spring 18 is loaded onto the underframe 11.

In the underframe 11, the bolster springs 18 are located at both ends of the bolster 113 in the sleeper direction and support the underframe 11, so the reaction force of the bolster springs 18 is applied from the bolster springs 18 to the bolster 113 as shown in Figure 27 (a) (see arrow F31).

On the other hand, in the conventional underframe 200, as in the underframe 11, the bolster springs 18 are located at both ends of the bolster 203 in the sleeper direction and support the underframe 200, so the reaction force of the bolster springs 18 is applied from the bolster springs 18 to the bolster 203 as shown in Figure 27 (b) (see arrow F91).

As described above, the reaction force of the bolster spring 18 is still applied to the bolster beams 203, 113 in both the conventional frame 200 and the frame 11 of this embodiment.

Next, the load of the coupler 19 will be explained. When the railcar 1 is connected to an adjacent railcar by the coupler 19 and is towed by the adjacent railcar, the load of the coupler 19 is applied to the frame 11.

In the underframe 11, the coupler 19 is connected to the center beam 114, so the load of the coupler 19 is first applied to the center beam 114. The center beam 114 has an end opposite to the end to which the coupler 19 is connected connected to a cross beam 119, so the load of the coupler 19 applied to the center beam 114 is transferred along the center beam 114 to the cross beam 119 (see arrow F41) as shown in FIG. 28(a), and is then transmitted from the cross beam 119 to the side beam 112 (see arrow F42). Also, part of the load of the coupler 19 is transmitted from the end beam 111 to the side beam 112 (see arrow F51).

On the other hand, in the underframe 200 according to the conventional technology, the coupler 19 is connected to the center beam 204, so the load of the coupler 19 is first applied to the center beam 204, as in the underframe 11. However, the end of the center beam 204 opposite to the side to which the coupler 19 is connected is connected to the bolster 203, which is a significantly stronger structure than the end beam 201, so the load of the coupler 19 applied to the center beam 204 is applied to the bolster 203 via the center beam 204 (see arrow F101) as shown in FIG. 28(b). After that, it is further transmitted from the bolster 203 to the side beam 202 (see arrow F102).

As described above, the load of the coupler 19 is applied to the bolster 203 of the conventional underframe 200, whereas the load of the coupler 19 is less likely to be applied to the bolster 113 of the underframe 11 of this embodiment.

As described above, the bolster 113 of the underframe 11 is not directly subjected to the traction force of the bogie 16, and is less susceptible to the load of the coupler 19, compared to the conventional case. Although the reaction force of the bolster spring 18 is applied as in the conventional case, as described above, the load in the track direction, such as the traction force and the load of the coupler 19, is small, and it can be said that the load applied to the bolster 113 is reduced compared to the conventional case. Therefore, since it is no longer necessary to make the bolster 113 a large and strong structure like the conventional bolster 203, for example, as shown in this embodiment, the bolster 113 can be provided with a recess 113a. This allows the underframe 11 to be provided with outfitting spaces 117A and 117B. These outfitting spaces 117A and 117B can ensure sufficient space for arranging the outfitting parts 22. In addition, by providing the equipment spaces 117A and 117B, as shown in FIG. 4, the equipment parts 22, such as wiring and piping, which are arranged below the structural floor 115 and extend in the track direction, can be extended in a straight line through the equipment spaces 117A and 117B without detouring the bolster 113, as shown in FIG. 3, making it easier to install the equipment parts 22.

(First Modification of the First Embodiment)
Modified examples of the underframe 11 of the railway vehicle 1 will be described. FIG. 7 is a plan view of the underframe 50 according to a first modified example of the first embodiment. FIG. 8 is a cross-sectional view taken along CC in FIG. 7. FIG. 9 is a cross-sectional view taken along D-D in FIG. 7. FIG. 7 shows one end (e.g., the end on the front end body structure 12 side) of both ends of the underframe 50 in the track direction. However, the other end (e.g., the end on the side of the continuous end body structure 15) has a similar configuration. Also, the same reference numerals are used for components similar to those in the first embodiment, and detailed descriptions thereof will be omitted (the same applies to the following modified examples and embodiments).

As shown in FIG. 7, the underframe 50 is formed in a rectangular shape with its longitudinal direction in the track direction. The end beams 111, side beams 112, and cross beams 119 have the same configuration as the underframe 11 (see FIG. 2).

The underframe 50 also has a pair of center sills 504 extending parallel to the track direction at the center in the sleeper direction. One end of the center sill 504 is connected to the center in the sleeper direction of the end sill 111, and the other end is connected to the center in the sleeper direction of the cross beam 119. The center sill 504 has a uniform cross-sectional shape from the end on the end beam 111 side to the end on the cross beam 119 side. A center pin 21 is connected to the lower surface of the center sill 504 at a location facing the bogie 16. Furthermore, a coupler 19 is connected to the end of the lower surface of the center sill 504 on the end beam 111 side.

As shown in FIG. 8, at a position of the underframe 50 directly above the bogie 16, a bolster supports a pair of side beams 112 and intersects with the center beam 504. This bolster is divided into bolster 502 and bolster 503 at the intersection with the center beam 504. The ends of the bolster 502 and bolster 503 opposite the side beam 112 are connected to the center beam 504, so that the bolster 502 and bolster 503 support the pair of side beams 112 via the center beam 504. The bolster springs 18 of the bogie 16 are located below the bolster 502 and bolster 503, respectively, and the bogie 16 supports the underframe 50 with these bolster springs 18.

The bolsters 502 and 503 have notches 502a and 503a (an example of a step) drilled from the bottom surface (the surface of the track 25) to the top surface (the surface opposite the track 25) at the end on the center sill 504 side. The notches 502a and 503a are formed to have a depth of about one-third to one-half of the thickness of the bolsters 502 and 503. The thickness of the bolsters 502 and 503 at the part supported by the bolster spring 18 is about the same as that of the conventional bolsters (about 200 mm). The length of the notches 502a and 503a in the sleeper direction is set to a length that does not overlap with the bolster spring 18 as shown in FIG. 7, and the thickness of the part of the bolsters 502 and 503 supported by the bolster spring 18 is about the same as that of the conventional bolster 203.

As shown in FIG. 8, the cutouts 502a and 503a are steps recessed from the underside of the center sill 504. These steps (cutouts 502a and 503a) are the outfitting spaces 507A and 507B formed on the underside of the frame 50 (the surface facing the track 25). Outfitting parts 22, such as wiring and piping, are arranged in the outfitting spaces 507A and 507B.

The outfitting spaces 507A, 507B are open to the outside of the underframe 50. In other words, the outfitting spaces 507A, 507B are open downward in FIG. 8. Therefore, when installing the outfitting parts 22, they can be installed from the lower side of the outfitting spaces 507A, 507B. This installation work is easier than running wiring through a hole that penetrates the bolster in the track direction.

As shown in FIG. 7, the underframe 50 is surrounded by the end beams 111, the side beams 112, the bolster 502 (or the bolster 503), and the center beam 504, and is provided with a structural floor 115 connected to each of the beams. As shown in FIG. 9, the structural floor 115 is a double-skinned extruded member having a truss-shaped cross section, and the extrusion direction is arranged parallel to the track direction. As shown in FIG. 7, the underframe 50 is surrounded by the cross beams 119, the side beams 112, the bolster 502 (or the bolster 503), and the center beam 504, and is provided with a structural floor 116 connected to each of the beams. As shown in FIG. 7, the structural floor 116 is a double-skinned extruded member having a truss-shaped cross section, and the extrusion direction is arranged parallel to the track direction. The positions of the upper surfaces of these structural floors 115, 116 in the height direction of the railway vehicle are aligned with the positions of the upper surfaces of the bolsters 502, 503.

As with the underframe 50 having the above configuration, the traction force of the bogie 16 and the load of the coupler 19 are first applied to the center sill 504, as with the underframe 11, so there is no need to make the bolster a large, strong structure like the conventional bolster 203. Therefore, as with the bolsters 502 and 503, it is possible to divide them and provide cutouts 502a and 503a, thereby providing outfitting spaces 507A and 507B. These outfitting spaces 507A and 507B make it possible to ensure sufficient space for arranging outfitting parts 22.

(Second Modification of the First Embodiment)
Modified examples of the underframe 11 of the railway vehicle 1 will be described. Fig. 10 is a plan view of an underframe 60 according to a second modified example of the first embodiment. Fig. 11 is a cross-sectional view taken along line E-E in Fig. 10. Fig. 12 is a cross-sectional view taken along line F-F in Fig. 10. Note that Fig. 10 shows one end (e.g., the end on the front end body structure 12 side) of both ends of the underframe 60 in the track direction. However, the other end (e.g., the end on the side of the continuous end body structure 15) has a similar configuration.

As shown in FIG. 10, the underframe 60 is formed in a rectangular shape with its longitudinal direction in the track direction. The end beams 111, side beams 112, and cross beams 119 have the same configuration as the underframe 11 (see FIG. 2).

The underframe 60 also has a pair of center sills 604 extending parallel to the track direction in the center in the sleeper direction. These center sills 604 are the same as the center sills 504 of the underframe 50 (see Figure 7), and are connected to the center pin 21 and coupler 19 in the same way as the center sills 504.

As shown in FIG. 11, at a position of the underframe 60 directly above the bogie 16, a bolster suspends a pair of side beams 112 and intersects with the center beam 604. This bolster is divided into bolster 602 and bolster 603 at the intersection with the center beam 604. The ends of the bolster 602 and bolster 603 opposite the side beam 112 are connected to the center beam 604, so that the bolster 602 and bolster 603 suspend the pair of side beams 112 via the center beam 604. The bolster springs 18 of the bogie 16 are located below the bolster 602 and bolster 603, respectively, and the bogie 16 supports the underframe 60 by means of these bolster springs 18.

The bolsters 602, 603 are formed to be thinner than the bolster 203 of the conventional underframe 200, and the thickness is, for example, about half to two-thirds that of the conventional underframe 200. In addition, since the position of the lower end surface of the bolster 602, 603 is the same as that of the bolster 113 and the bolster 502, 503, the upper surface of the bolster 602, 603 becomes a step portion 602a, 603a that is recessed from the upper surface of the center sill 604. The step portions 602a, 603a form an outfitting space 607A and an outfitting space 607B on the upper surface of the underframe 60 (the surface opposite the track 25 side). Then, the outfitting spaces 607A, 607B are arranged as outfitting parts, such as ducts 23 used for air conditioning equipment.

The outfitting spaces 607A, 607B are open to the outside of the underframe 60. In other words, the outfitting spaces 607A, 607B are open upward in FIG. 11. Therefore, when installing the duct 23, it can be installed from above the outfitting spaces 607A, 607B. This installation work is easier than running wiring through a hole that penetrates the bolster in the track direction.

As shown in FIG. 10, the underframe 60 is surrounded by the end beams 111, side beams 112, bolster 602 (or bolster 603), and center beam 604, and is provided with a structural floor 115 connected to each of the beams. As shown in FIG. 12, the structural floor 115 is a double-skinned extruded member having a truss-shaped cross section, and the extrusion direction is arranged parallel to the track direction. As shown in FIG. 10, the underframe 60 is surrounded by the cross beams 119, side beams 112, bolster 602 (or bolster 603), and center beam 604, and is provided with a structural floor 116 connected to each of the beams. As shown in FIG. 10, the structural floor 116 is a double-skinned extruded member having a truss-shaped cross section, and the extrusion direction is arranged parallel to the track direction. The positions of the upper surfaces of these structural floors 115, 116 in the height direction of the railway vehicle are aligned with the positions of the upper surfaces of the bolsters 602, 603.

As with the underframe 60 having the above configuration, the traction force of the bogie 16 and the load of the coupler 19 are first applied to the center sill 604, as with the underframes 11 and 50, so there is no need to make the bolster a large, strong structure like the conventional bolster 203. Therefore, as with the bolsters 602 and 603, they can be divided and made thinner than before, which makes it possible to provide equipment spaces 607A and 607B. These equipment spaces 607A and 607B make it possible to ensure sufficient space for installing the duct 23.

The bolsters 602, 603 of the underframe 60 are formed to be thin overall to form the outfitting spaces 607A, 607B, but they do not necessarily need to be thin overall. For example, a cutout may be drilled from the top surface (the surface opposite the track 25 side) to the bottom surface (the surface on the track 25 side in FIG. 11) at the end of the bolsters 602, 603 on the center sill 604 side, and the outfitting space may be formed by the cutout.

As described above, the railway vehicle 1 of the first embodiment has:
(1) In a railway vehicle 1 including a bogie 16 for running on a track 25, an underframe 11 (50, 60) supported by the bogie 16, a bolster 113 (502, 503, 602, 603) constituting the underframe 11 (50, 60) above the bogie 16, and a transmission member (e.g., a center pin 21) for transmitting a tractive force in the track direction caused by the running of the bogie 16 to the underframe 11 (50, 60), the underframe 11 (50, 60) includes a center spur extending parallel to the track direction at a center portion in the sleeper direction. The frame 11 (50, 60) is characterized in that it has a beam 114 (504, 604), a transmission member (e.g., a center pin 21) is connected to the center beam 114 (504, 604), and the frame 11 (50, 60) has equipment spaces 117A, 117B (507A, 507B, 607A, 607B) that are open to the outside of the frame 11 (50, 60) on the underside on the track 25 side or the upper side opposite the track 25 side near the bolster 113 (502, 503, 602, 603).

(2) In the railway vehicle 1 described in (1), the bolster 113 (502, 503, 602, 603) and the center sill 114 (504, 604) are arranged to intersect. The bolster 113 (502, 503, 602, 603) has a step (e.g., recess 113a, notch 502a, 503a, or step 602a, 603a) recessed from the lower surface of the center sill 114 (504, 604) on the track 25 side or the upper surface on the opposite side to the track 25 side, at least near the point where it intersects with the center sill 114 (504, 604), and the equipment spaces 117A, 117B (507A, 507B, 607A, 607B) are formed by the step (recess 113a, notch 502a, 503a, or step 602a, 603a).

According to the first embodiment of the railway vehicle 1, a transmission member (e.g., center pin 21) that transmits the traction force of the bogie 16 in the track direction to the underframe 11 (50, 60) is connected to the center sill 114 (504, 604) that extends parallel to the track direction, so that the traction force of the bogie 16 is applied to the center sill 114 (504, 604). Therefore, the load on the bolster 113 (502, 503, 602, 603) is reduced compared to the conventional case. If the load on the bolster 113 (502, 503, 602, 603) is reduced, there is no need to make the bolster 113 (502, 503, 602, 603) a large, strong structure like the conventional bolster 203. Therefore, for example, as in the railway vehicle 1 described in (2), the bolster can have a step portion (recess 113a or cutout portion 502a, 503a or step portion 602a, 603a) that is recessed further than the underside of the center sill 114 (504, 604) on the track 25 side or the upper surface opposite the track 25 side. In this way, the step portion (recess 113a or notch 502a, 503a or step 602a, 603a) can be used to provide the outfitting space 117A, 117B (507A, 507B, 607A, 607B) in the underframe 11 (50, 60). By providing the outfitting space 117A, 117B (507A, 507B, 607A, 607B), it is possible to ensure sufficient space for arranging the outfitting part 22 (or duct 23). In addition, since the outfitting space 117A, 117B (507A, 507B, 607A, 607B) is open to the outside of the underframe 11 (50, 60), it is easy to arrange the outfitting part 22 (or duct 23).

Second Embodiment
A second embodiment of a railway vehicle according to the present invention will be described in detail with reference to the drawings. The configuration of the railway vehicle according to the second embodiment is similar to that of the railway vehicle 1 according to the first embodiment (see FIG. 1 ), except that the floor portion of the car body 2 is formed by an underframe 70.

The configuration of the underframe 70 will be described below. Figure 13 is a plan view of the underframe 70 according to the second embodiment. Figure 14 is a cross-sectional view taken along line G-G in Figure 13. Figure 15 is a cross-sectional view taken along line H-H in Figure 11. Note that Figure 13 shows one of the two ends of the underframe 70 in the track direction (e.g., the end on the front end structure 12 side). However, the other end (e.g., the end on the side of the continuous end structure 15) has a similar configuration.

As shown in FIG. 13, the underframe 70 is formed in a rectangular shape with its longitudinal direction in the track direction. The end beams 111, side beams 112, and cross beams 119 have the same configuration as the underframe 11 according to the first embodiment (see FIG. 2).

The underframe 70 also has a pair of center beams 704 extending parallel to the track direction in the center in the sleeper direction. These center beams 704 are the same as the center beams 504 of the underframe 50 (see Figure 7), and are connected to the center pins 21 and couplers 19 in the same way as the center beams 504.

As shown in FIG. 14, the bolsters 702 and 703 extend from the side beams 112 toward the center beam 704 at the position of the underframe 70 directly above the bogie 16. The bolster springs 18 of the bogie 16 are located below the bolsters 702 and 703, respectively, and the bogie 16 supports the underframe 70 with these bolster springs 18. Since the thickness of these bolsters 702 and 703 is approximately the same as that of the conventional bolster 203, the thickness of the underframe 70 at the location supported by the bolster springs 18 is approximately the same as that of the conventional underframe 200. The bolsters 702 and 703 are not directly abutted against the center beam 704 and are not joined, and a gap C11 is provided between the end faces of the bolsters 702 and 703 on the center beam 704 side and the center beam 704.

As shown in Fig. 13, the underframe 70 is surrounded by end beams 111, side beams 112, cross beams 119, and center beam 704, and is provided with structural floors 705, 706 connected to the respective beams. As shown in Fig. 15, the structural floors 705, 706 are double-skinned extruded members with a truss-shaped cross section, and the extrusion direction is arranged parallel to the track direction. As shown in Fig. 13, the structural floors 705, 706 have notches 705a, 706a cut out in the shape of the bolsters 702, 703, and the bolsters 702, 703 are connected to the structural floors 705, 706 while being contained within the notches 705a, 706a. As a result, the bolsters 702, 703 and center beam 704 are connected via the structural floors 705, 706. The heightwise position of the upper surfaces of the structural floors 115 and 116 of the railway vehicle coincides with the position of the upper surfaces of the bolsters 702 and 703.

As shown in FIG. 14, the underframe 70 has a gap C11 between the bolsters 702, 703 and the center sill 704, which defines outfitting spaces 707A, 707B on the underside of the underframe 70. More specifically, the outfitting spaces 707A, 707B are defined by the end faces of the bolsters 702, 703 on the center sill 704 side, the undersides (the faces on the track 25 side) of the structural floors 705, 706, and the end faces of the center sill 704 on the bolsters 702, 703 side. Outfitting parts 22, such as wiring and piping, are arranged in the outfitting spaces 707A, 707B.

The outfitting spaces 707A, 707B are open to the outside of the underframe 70. In other words, the outfitting spaces 707A, 707B are open downward in FIG. 14. Therefore, when arranging the outfitting parts 22, they can be arranged from the lower side of the outfitting spaces 707A, 707B. This arrangement is easier than running wiring through a hole that penetrates the bolster in the track direction.

As with the underframe 70 having the above configuration, the traction force of the bogie 16 and the load of the coupler 19 are first applied to the center sill 704, as with the underframe 11 according to the first embodiment, so there is no need to make the bolster a large and strong structure like the conventional bolster 203. Therefore, the underframe 70 can be configured with a gap C11 between the bolsters 702, 703 and the center sill 704. Furthermore, the structural floors 705, 706 that connect the bolsters 702, 703 and the center sill 704 at the gap C11 do not need to be large and strong. Therefore, the gap C11 can provide the equipment spaces 707A, 707B. These equipment spaces 707A, 707B can ensure sufficient space for arranging the equipment parts 22.

Here, conventionally, ducts used for air conditioning equipment are arranged along the track direction on the upper surface side of the underframe 200, and floor panels are typically placed further above that.

The underframe 70 allows the duct 23 and the outfitting parts 22 to be arranged vertically in the outfitting spaces 707A, 707B, as shown in FIG. 16. In this case, the outfitting parts 22 must be positioned at a height that does not interfere with the bogie 16 when the bolster springs 18 flex and the underframe 70 sinks downward.

In this way, if the duct 23 can be arranged on the underside of the underframe 70, the distance D11 between the underframe 70 and the floor panel 24 arranged on the upper side of the underframe 70 can be made smaller than before because the duct 23 is not arranged on the upper side of the underframe 70. In other words, the height of the floor panel 24 can be positioned lower than before, making it possible to ensure a larger passenger compartment space. Note that the underframe 70 described above is not the only frame in which the duct 23 can be arranged on the lower side of the underframe. The underframe 11 according to the first embodiment and the underframe 50, which is a modified example of the frame 11, can also arrange the duct 23 on the lower side to ensure a larger passenger compartment space.

(First Modification of the Second Embodiment)
Modified examples of the underframe 70 of the railway vehicle 1 will be described. Fig. 17 is a plan view of an underframe 80 according to a first modified example of the second embodiment. Fig. 18 is a cross-sectional view taken along line I-I in Fig. 17. Fig. 19 is a cross-sectional view taken along line J-J in Fig. 17. Note that Fig. 17 shows one end (e.g., the end on the front end body structure 12 side) of both ends of the underframe 80 in the track direction. However, the other end (e.g., the end on the side of the continuous end body structure 15) has a similar configuration.

As shown in FIG. 17, the underframe 80 is formed in a rectangular shape with its longitudinal direction in the track direction. The end beams 111, side beams 112, and cross beams 119 have the same configuration as the underframe 11 (see FIG. 2).

The underframe 80 also has a pair of center beams 804 extending parallel to the track direction at the center in the sleeper direction. One end of the center beam 804 is connected to the center of the end beam 111 in the sleeper direction, and the other end is connected to the center of the cross beam 119 in the sleeper direction. The center beam 804 has a uniform cross-sectional shape from the end on the end beam 111 side to the end on the cross beam 119 side, but is thinner than the center beam 704 of the underframe 70 (see Figures 13 and 14) by the thickness of the structural floor 805 described later. A center pin 21 is connected to the lower surface of the center beam 804 at a location facing the bogie 16. Furthermore, a coupler 19 is connected to the end of the lower surface of the center beam 804 on the end beam 111 side.

In addition, at the position of the underframe 80 directly above the bogie 16, bolsters 802 and 803 extend from the side beams 112 toward the center beam 804. The bolster springs 18 of the bogie 16 are located below the bolsters 802 and 803, respectively, and the bogie 16 supports the underframe 80 by means of these bolster springs 18. Similar to the center beam 804, the bolsters 802 and 803 are thinner than the bolsters 702 and 703 of the underframe 70 (see Figures 13 and 14) by the thickness of the structural floor 805, which will be described later. Also, as shown in Figure 18, the bolsters 802 and 803 have a gap C21 between them and the center beam 804, similar to the bolsters 702 and 703 of the underframe 70.

As shown in Fig. 17, the underframe 80 is surrounded by the end beam 111, a pair of side beams 112, and a cross beam 119, and is provided with a structural floor 805 that is connected to the respective beams while being placed on the upper surfaces of the bolsters 802, 803, and center beam 804. As shown in Figs. 18 and 19, this structural floor 805 is a double-skinned extruded member with a truss-shaped cross section, and the extrusion direction is arranged parallel to the track direction.

As described above, the center beam 804 is thinner than the center beam 704 of the underframe 70 (see Figures 13 and 14) by the thickness of the structural floor 805, and the bolsters 802 and 803 are thinner than the bolsters 702 and 703 of the underframe 70 (see Figures 13 and 14) by the thickness of the structural floor 805, but the center beam 804 and the bolsters 802 and 803 are connected to the structural floor 805 placed on their upper surfaces, ensuring their strength.

As shown in FIG. 18, the underframe 80 has a gap C21 between the bolsters 802, 803 and the center sill 804, which defines outfitting spaces 807A, 807B on the underside of the underframe 80. More specifically, the outfitting spaces 807A, 807B are defined by the end faces of the bolsters 802, 803 on the center sill 804 side, the underside of the structural floor 805 (the surface on the track 25 side), and the end face of the center sill 804 on the bolsters 802, 803 side. Outfitting parts 22, such as wiring and piping, are arranged in the outfitting spaces 807A, 807B.

The outfitting spaces 807A, 807B are open to the outside of the underframe 80. In other words, the outfitting spaces 807A, 807B are open downward in FIG. 18. Therefore, when arranging the outfitting parts 22, they can be arranged from the lower side of the outfitting spaces 807A, 807B. This arrangement is easier than running wiring through a hole that penetrates the bolster in the track direction.

As with the underframe 80 having the above configuration, as with the underframe 11 according to the first embodiment, the traction force of the bogie 16 and the load of the coupler 19 are first applied to the center sill 804, so there is no need to make the bolster a large, strong structure like the conventional bolster 203. Therefore, the underframe 80 can be configured with a gap C21 between the bolsters 802, 803 and the center sill 804, and the gap C21 can provide equipment spaces 807A, 807B. These equipment spaces 807A, 807B can ensure sufficient space for arranging the equipment parts 22.

(Second Modification of the Second Embodiment)
A modified example of the underframe 70 of the railway vehicle 1 will be described. Fig. 20 is a plan view of an underframe 90 according to a second modified example of the second embodiment (the floor panel 24 is omitted for ease of understanding). Fig. 21 is a cross-sectional view taken along the line K-K in Fig. 20. Fig. 22 is a cross-sectional view taken along the line L-L in Fig. 20. Fig. 20 shows one end (e.g., the end on the front end body structure 12 side) of both ends of the underframe 90 in the track direction. However, the other end (e.g., the end on the side of the transom body structure 15) has a similar configuration.

As shown in FIG. 20, the underframe 90 is formed in a rectangular shape with its longitudinal direction in the track direction. The end beams 111, side beams 112, and cross beams 119 have the same configuration as the underframe 11 (see FIG. 2).

The underframe 90 also has a pair of center beams 904 extending parallel to the track direction in the center in the sleeper direction. These center beams 904 are the same as the center beams 704 of the underframe 70 (see FIG. 13), and are connected to the center pins 21 and couplers 19 in the same way as the center beams 704.

As shown in FIG. 21, bolsters 902 and 903 extend from the side beams 112 to the center beam 904 at the position of the underframe 90 directly above the bogie 16. The bolster springs 18 of the bogie 16 are located below the bolsters 902 and 903, respectively, and the bogie 16 supports the underframe 90 by these bolster springs 18. These bolsters 902 and 903 are the same as the bolsters 802 and 803 of the underframe 80 (see FIG. 17), and are thinner than the bolsters 702 and 703 of the underframe 70 (see FIG. 13 and 14) by the thickness of the structural floors 905 and 906 described later. The bolsters 902 and 903 have a gap C31 between them and the center beam 804, just like the bolsters 802 and 803 of the underframe 80.

As shown in Figure 20, the underframe 90 is surrounded by end beams 111, side beams 112, cross beams 119, and center beams 904, and has structural floors 905, 906 connected to the respective beams. As shown in Figures 21 and 22, these structural floors 905, 906 are extruded members with a truss-shaped cross section, and the extrusion direction is arranged parallel to the track direction.

As shown in Figures 21 and 22, the structural floors 905, 906 have upper edge portions 905a, 906a located on the side beam 112 side, lower edge portions 905b, 906b located on the center beam 904 side, and inclined portions 905c, 906c connecting the upper edge portions 905a, 906a and the lower edge portions 905b, 906b, forming a staggered shelf-like cross section.

The upper edge portions 905a, 906a are connected to the upper surfaces of the bolsters 902, 903. As described above, the bolsters 902, 903 are thinner than the bolsters 702, 703 of the underframe 70 (see Figures 13 and 14) by the thickness of the structural floors 905, 906, but the upper surfaces of the bolsters 902, 903 are connected to the upper edge portions 905a, 906a to ensure strength.

The inclined portions 905c and 906c are inclined from the ends of the upper side portions 905a and 906a on the center beam 904 side to form a downward slope toward the center beam 904 side. As a result, the lower side portions 905b and 906b connected to the upper side portions 905a and 906a by the inclined portions 905c and 906c are positioned in the gap C31 between the bolsters 902 and 903 and the center beam 904. The lower side portions 905b and 906b are connected to the end faces of the center beam 904 on the bolster 902 and 903 side.

As shown in FIG. 21, the underframe 90 has fitting spaces 907A, 907B formed on the upper side of the underframe 90 by the gap C31 between the bolsters 902, 903 and the center sill 904. More specifically, the fitting spaces 907A, 907B are formed in the gap C31 by the inclined portions 905c, 906c, the upper surfaces (the surfaces opposite the track 25) of the lower edge portions 905b, 906b, and the end surfaces of the center sill 904 on the bolster 902, 903 side. In the fitting spaces 907A, 907B, fitting parts such as ducts 23 used for air conditioning equipment are arranged.

The outfitting spaces 907A, 907B are open to the outside of the underframe 90. In other words, the outfitting spaces 907A, 907B are open upward in FIG. 21. Therefore, when installing the duct 23, it can be installed from above the outfitting spaces 907A, 907B. This installation work is easier than the work of passing wiring through a hole that penetrates the bolster in the track direction.

As with the underframe 90 having the above configuration, the traction force of the bogie 16 and the load of the coupler 19 are first applied to the center sill 904, as with the underframe 11 according to the first embodiment, so there is no need to make the bolster a large, strong structure like the conventional bolster 203. Therefore, the underframe 90 can be configured with a gap C31 between the bolsters 902, 903 and the center sill 904, and the gap C31 can provide equipment spaces 907A, 907B. These equipment spaces 907A, 907B can ensure sufficient space for installing the duct 23.

As described above, the railway vehicle 1 of the second embodiment has:
(3) In the railway vehicle 1 described in (1), the bolsters 702, 703 (802, 803, 902, 903) extend from both ends of the underframe 70 (80, 90) in the sleeper direction toward the center sill 704 (804, 904), a gap C11 (C21, C31) is provided between the bolsters 702, 703 (802, 803, 902, 903) and the center sill 704 (804, 904), and the equipment spaces 707A, 707B (807A, 807B, 907A, 907B) are formed by the gap C11 (C21, C31).

According to the second embodiment of the railway vehicle 1, a transmission member (e.g., center pin 21) that transmits the traction force of the bogie 16 in the track direction to the underframe 70 (80, 90) is connected to the center sill 704 (804, 904) extending parallel to the track direction, so that the traction force of the bogie 16 is applied to the center sill 704 (804, 904) and transmitted to the underframe 70 (80, 90) via the end sill 111 and cross beam 119. Therefore, the load on the bolsters 702, 703 (802, 803, 902, 903) is reduced compared to the conventional case. If the load on the bolsters 702, 703 (802, 803, 902, 903) is reduced, the bolsters 702, 703 (802, 803, 902, 903) do not need to be large and strong structures like the conventional bolsters 203, so that, for example, as in the railway vehicle 1 described in (3), a gap C11 (C21, C31) can be provided between the bolsters 702, 703 (802, 803, 902, 903) and the center sill 704 (804, 904). In this way, the gap C11 (C21, C31) can be used to provide outfitting spaces 707A, 707B (807A, 807B, 907A, 907B) in the underframe 70 (80, 90). By providing the outfitting spaces 707A, 707B (807A, 807B, 907A, 907B), it is possible to ensure sufficient space for arranging the outfitting parts 22 (or the duct 23). In addition, structural floors 705, 706, etc. may be arranged in the gap C11, and the bolsters 702, 703 and the center sill 704 may be connected via the structural floors 705, 706. Even in this case, since the center sill 704 bears the load of the traction force of the bogie 16, it is not necessary to make the structural floors 705, 706 large and strong, and the proportion of the structural floors 705, 706 in the gap C11 (C21, C31) that are occupied by the structural floors 705, 706 can be kept to a minimum. Therefore, it is possible to ensure sufficient space for arranging the outfitting parts 22 (or the duct 23). In addition, the outfitting spaces 707A, 707B (807A, 807B, 907A, 907B) are open to the outside of the frame 70 (80, 90), making it easy to arrange outfitting parts.

Note that the above embodiment is merely an example and does not limit the present invention in any way. Therefore, the present invention can be modified and improved in various ways without departing from the scope of the invention. For example, although a double-skinned extruded shape is used as the structural floor, a single-skinned extruded shape may be used. Also, although the extruded shape is extruded in the above embodiment in a direction parallel to the track direction, this is not limited to this, and the extruded shape may be extruded in a direction parallel to the sleeper direction. Furthermore, although the extruded shape has a truss-shaped cross section in the above embodiment, this is not limited to this, and it may have a harmonica-shaped cross section, for example.

1 Railway vehicle 11 Frame 16 Bogie 21 Center pin (an example of a transmission member)
25 Track 113 Pillow beam 117A Fitting space 117B Fitting space

Claims (2)

A railway vehicle comprising: a bogie for running on a track; an underframe supported by the bogie; a bolster extending in a sleeper direction above the bogie and constituting the underframe; and a transmission member for transmitting a tractive force in the track direction caused by the running of the bogie to the underframe,
The underframe has a center beam extending parallel to the track direction at a center portion in the sleeper direction,
The frame is
End beams at both ends in the track direction;
A pair of side beams are connected to both ends of the end beam in the sleeper direction, respectively, and extend along the track direction;
A cross beam extending parallel to the bolster toward the center of the railway vehicle in the track direction, thereby bridging the pair of side beams;
To have
At least a portion of the center sill penetrates the bolster in the track direction, and one end of both ends of the center sill in the track direction is connected to the end beam and the other end is connected to the cross beam;
The transmission member is connected to a lower surface of a portion of the center sill that penetrates the bolster;
The center beam transmits the traction force applied to the center beam by the transmission member to the pair of side beams via the cross beams;
The underframe has an equipment space that is open to the outside of the underframe on a lower surface on the track side in the vicinity of the bolster,
The bolster has a step portion that is recessed from the lower surface of the center sill on the track side and that sandwiches a portion of the center sill that penetrates the bolster from both sides in the sleeper direction.
The equipment space is formed by the step portion,
A railway vehicle characterized by: A railway vehicle comprising: a bogie for running on a track; an underframe supported by the bogie; a bolster extending in a sleeper direction above the bogie and constituting the underframe; and a transmission member for transmitting a tractive force in the track direction caused by the running of the bogie to the underframe,
The underframe has a center beam extending parallel to the track direction at a center portion in the sleeper direction,
The transmission member is connected to the center beam;
The frame is
End beams at both ends in the track direction;
A pair of side beams are connected to both ends of the end beam in the sleeper direction, respectively, and extend along the track direction;
A cross beam extending parallel to the bolster toward the center of the railway vehicle in the track direction, thereby bridging the pair of side beams;
To have
one end of the center beam in the track direction is connected to the end beam and the other end is connected to the cross beam, so that the center beam transmits the traction force applied to the center beam by the transmission member to the pair of side beams via the cross beam;
The underframe has an equipment space that is open to the outside of the underframe on a lower surface on the track side in the vicinity of the bolster,
The bolster extends from each of both ends of the underframe in the sleeper direction toward the center sill;
A gap is provided between the bolster and the center sill.
The fitting space is formed by the gap,
A railway vehicle characterized by:

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