JP7741216B2 - railway vehicles - Google Patents

Description

Article 30, paragraph 2 of the Patent Act applies. Exhibited at the 8th Railway Technology Exhibition 2023 Mass-Trans Innovation Japan 2023 on November 8, 2023. [Publications, etc.] Posted on the following website on November 7, 2023: https://www.n-sharyo.co.jp/business/tetsudo/n_qualis/download.html [Publications, etc.] Posted on the following website on November 7, 2023: https://www.n-sharyo.co.jp/business/tetsudo/n_qualis/brand. html [Publications, etc.] Posted on the following website on November 7, 2023: https://www.youtube.com/watch?v=h2NDAYhE2Aw

The present invention relates to a railway vehicle equipped with a roof structure in which multiple rafters are arranged in the track direction.

Railway vehicles are subject to a variety of loads. The roof structure of a railway vehicle is designed with multiple rafters arranged along the track to ensure rigidity against these loads. This type of railway vehicle is disclosed, for example, in Patent Document 1 and Patent Document 2.

Patent Document 1 discloses that rafters are arranged at predetermined intervals (e.g., 1 m) on a roof structure to which roof-mounted equipment is attached.

Patent Document 2 discloses a railway vehicle in which the height of the rafters at the center of the roof structure in the direction of the sleepers is increased in order to increase the rigidity against bending moments that occur at the center of the roof structure in the direction of the sleepers.

Japanese Patent Application Laid-Open No. 2023-119939 Japanese Unexamined Patent Publication No. 2-249757

On railway vehicles, roof-mounted equipment such as air conditioning units and pantographs are attached to the roof structure. The load of the roof-mounted equipment acts on the mounting points of the roof structure, generating stress in response to that load.

As described in Patent Document 1, when rafters are arranged at equal intervals along the track, increasing the thickness of all rafters in accordance with the stress generated at the roof equipment attachment points results in the vehicle becoming unnecessarily heavy. The railway vehicle described in Patent Document 2 varies the thickness of the roof outer panels and the height of the rafters in areas where increased rigidity is desired. This suggests that increasing the height of the rafters placed at the roof equipment attachment points could be a way to increase the rigidity of those attachment points. However, rafters are not always placed near the roof equipment attachment positions, making it practically difficult to increase the rigidity of the roof equipment attachment points by adjusting the height of the rafters. As such, conventional railway vehicles are unable to increase the rigidity of the roof structure in accordance with the stress generated in the roof structure, leaving room for improvement.

In order to solve the above problems, the railway vehicle disclosed in this specification is (1) a railway vehicle having a roof structure in which a plurality of rafters extending in the direction of the sleepers are arranged in the track direction, and roof equipment attached to the roof structure, wherein the roof structure is configured such that the rafters are arranged more densely in the attachment areas where the roof equipment is attached than in the areas where the roof equipment is not attached.

A railway vehicle with the above configuration can increase the rigidity of the roof structure against stresses generated in the roof equipment mounting areas by arranging rafters more densely in mounting areas where roof equipment can be mounted than in areas where roof equipment cannot be mounted.

(2) In the railway vehicle described in (1), it is preferable that the multiple rafters arranged on the roof structure are each made of curved plate material, have the same cross-sectional shape in the direction of the sleepers, and have the same plate thickness.

A railway vehicle with the above configuration can increase vehicle productivity by using only one type of jig or mold when manufacturing the multiple rafters that are placed on the roof structure.

(3) It is preferable that the railway vehicle described in (1) or (2) has a side structure connected to the roof structure, the side structure having a plurality of openings connecting the interior and exterior of the vehicle, vertical pillars extending in the vertical direction are installed at both ends of the plurality of openings in the track direction, and the plurality of rafters include a first rafter arranged on the same cross section as the vertical pillars.

In a railway vehicle with the above configuration, an arch-shaped framework is formed by the vertical columns of the side structure and the first rafters of the roof structure, which increases the rigidity of the entire vehicle.

(4) In the railway vehicle described in (3), the multiple openings include door openings to which side doors are attached and side window openings to which side windows are attached, and it is preferable that the roof structure has a narrower spacing between the rafters in the door area corresponding to the door openings than in the side window area corresponding to the side window openings.

In a railway vehicle with the above configuration, the rafters are arranged closer together in the door area than in the side window area, thereby increasing the rigidity of the roof structure in response to the stress generated near the door openings when passengers board or disembark.

(5) In the railway vehicle described in (3) or (4), it is preferable that the multiple openings include door openings to which side doors are attached, the vertical pillars include a door pocket post arranged along the door opening and a door end post located on the opposite side of the door pocket post from the door opening, the roof structure includes a door pocket area corresponding to the area between the door end post and the door pocket post, and the rafters arranged in the door pocket area are spaced closer to the door end post side than to the door pocket post side.

In a railway vehicle with the above configuration, the rafters are arranged closer together on the door end post side than on the door pocket post side, thereby increasing the rigidity of the roof structure in response to the stress generated near the door end post when the side doors are opened and closed.

The above-mentioned railway vehicle makes it possible to realize technology that increases the rigidity of the mounting locations of roof-mounted equipment on railway vehicles where roof-mounted equipment is attached to the roof structure.

FIG. 1 is a side view of a railway vehicle according to an embodiment of the present invention. FIG. 2 is an enlarged front view of FIG. 1. FIG. 2 is an enlarged rear view of FIG. 1. FIG. FIG. 10 is a diagram illustrating the positional relationship between the rafters and the mounting portion of the roof equipment. FIG. 6 is an enlarged view of part A in FIG. 5 . FIG. 6 is an enlarged view of part B in FIG. 5 . FIG. 6 is an enlarged view of part C in FIG. 5 .

The railway vehicle of this embodiment will be described in detail below with reference to the accompanying drawings. This specification discloses a railway vehicle in which an air conditioning unit and a pantograph are attached to the roof structure.

(General configuration of railway vehicle)
As shown in Figure 1, the railway vehicle 1 of this embodiment is equipped with bogies 9 at the front and rear of the underside of a hexahedral carbody 6, and can run on rails Ra. In each diagram described below, X, Y, and Z indicate directions relative to the railway vehicle 1. X indicates the track direction, Y indicates the sleeper direction, and Z indicates the up-down direction. Front indicates the front side in the direction of vehicle travel, and rear indicates the rear side in the direction of vehicle travel. Left indicates the left side of the railway vehicle 1 as viewed from the rear, and right indicates the right side of the railway vehicle 1 as viewed from the rear. Up indicates the top side of the vehicle, and bottom indicates the bottom side of the vehicle.

An air conditioning unit 7 and a pantograph 8 are mounted on the roof of the railway vehicle 1. The air conditioning unit 7 is a device for improving comfort inside the vehicle. In this embodiment, the air conditioning unit 7 has built-in equipment 71 such as a heat pump and a motor, and has a mass of approximately 600 kg. The pantograph 8 is a device that contacts overhead wires (not shown) to draw power into the railway vehicle 1. In this embodiment, the pantograph 8 has a mass of approximately 200 kg. The air conditioning unit 7 and pantograph 8 are examples of "rooftop equipment."

The carbody 6 comprises an underframe 2, side structures 3 connected to both ends of the underframe 2 in the sleeper direction Y, end structures 4 connected to both ends of the underframe 2 in the track direction X, and a roof structure 5 connected to the upper ends of the side structures 3 and end structures 4. The bogies 9 are attached near the front and rear ends of the underframe 2.

The side structure 3 has side doors 13A, 13B, 13C, and 13D arranged at equal intervals in the track direction X for passengers to enter and exit the car body 6. The side structure 3 has horizontally elongated side windows 12A, 12B, and 12C located midway between the side doors 13A, 13B, 13C, and 13D, respectively. The side structure 3 has an end window 11A located forward of the side door 13A, and an end window 11B located rearward of the side door 13D.

On the side structure 3, opening and closing devices 14A, 14B, 14C, and 14D for opening and closing the side doors 13A, 13B, 13C, and 13D are provided above the side doors 13A, 13B, 13C, and 13D, respectively. Destination indicators (not shown) and other devices may also be attached to the side structure 3 above the side windows 12A, 12B, and 12C and the end windows 11A and 11B.

As shown in Figures 2 and 3, the side structure 3 has side outer panels 31 supported from the inside of the vehicle by multiple vertical pillars 32. The side outer panels 31 have door openings 314A, 314B, 314C, and 314D into which side doors 13A, 13B, 13C, and 13D are attached so that they can be opened and closed. The side outer panels 31 have side window openings 312A, 312B, and 312C into which side windows 12A, 12B, and 12C are attached. The side outer panels 31 have end window openings 311A and 311B into which end windows 11A and 11B are attached.

The vertical columns 32 extend in the vertical direction Z and are arranged in multiple positions in the track direction X. The vertical columns 32 are arranged along both ends of each opening in the side skin 31 in the track direction X, increasing the rigidity near each opening.

The vertical posts 32 include pocket posts 35A-35H, tail posts 34A-34H, and end posts 33A-33B. Pocket posts 35A-35H are installed at both ends of door openings 314A, 314B, 314C, and 314D in the X-axis direction. End post 34A is installed at the end of end window opening 311A in the X-axis direction, facing the door opening 314A. End posts 34B-34G are installed at both ends of side window openings 312A, 312B, and 312C in the X-axis direction. End post 34H is installed at the end of end window opening 311B in the X-axis direction, facing the door opening 314D. End post 33A is installed at the end of end window opening 311A in the X-axis direction, facing the door opening 314A. The end post 33B is installed at one of the ends of the end window opening 311B in the track direction X, opposite the door opening 314D.

In the following description, side doors 13A, 13B, 13C, 13D, door openings 314A, 314B, 314C, 314D, side windows 12A, 12B, 12C, side window openings 312A, 312B, 312C, end windows 11A, 11B, end window openings 311A, 311B, door pocket posts 35A-35H, door end posts 34A-34H, and end posts 33A-33B may be collectively referred to as side door 13, door opening 314, side window 12, side window opening 312, end window 11, end window opening 311, door pocket post 35, door end post 34, and end post 33 when there is no particular need to distinguish between them. The number, shape, and arrangement of the side doors 13, door openings 314, side windows 12, side window openings 312, end windows 11, end window openings 311, and vertical columns 32 may differ from this embodiment.

The roof structure 5 has a roof outer panel 51 supported from the inside of the car by multiple rafters 52. The rafters 52 extend in the sleeper direction Y and are arranged in multiple rows in the track direction X. The rafters 52 are arranged sparsely and densely in the track direction X depending on the stress generated in the roof structure 5. The arrangement of the rafters 52 will be described later.

As shown in Figure 4, the roof outer panel 51 has a rectangular roof opening 51a formed at the position where the air conditioning unit 7 is installed, and a pair of roof plates 68, 69 are joined to close the roof opening 51a. The roof plates 68, 69 are watertight at the portions where they are joined to the roof outer panel 51 and where they butt together. A through hole 70 is formed behind the roof plates 68, 69 to allow communication between the interior and exterior of the vehicle.

The air conditioning unit 7 is connected to the vehicle interior piping, such as the air intake duct and exhaust duct, through the through-hole 70. A rectangular sealing rubber support 61 is attached to the roof structure 5 outside the through-hole 70. The sealing rubber support 61 is watertight at the joints with the roof plates 68 and 69.

The roof structure 5 has first cooler mounting lower plates 62L, 62R and second cooler mounting lower plates 63L, 63R installed along the track direction X on both sides of the seal rubber support base 61 in the sleeper direction Y. First cooler mounting bases 65L, 65R are fixed to the upper surfaces of the first cooler mounting lower plates 62L, 62R, respectively. Second cooler mounting bases 66L, 66R and third cooler mounting bases 67L, 67R are fixed to the upper surfaces of the second cooler mounting lower plates 63L, 63R, respectively, in order from the front.

A seal rubber (not shown) is attached to the seal rubber support 61 on the underside of the air conditioner 7. The air conditioner 7 is fixed to the first to third cooler mounting bases 65L, 65R, 66L, 66R, 67L, and 67R with bolts or the like, with the seal rubber (not shown) pressed into the seal rubber support 61 to seal circumferentially. Note that the shape, number, and mounting structure of the first and second cooler mounting lower plates 62L, 62R, 63L, and 63R and the first to third cooler mounting bases 65L, 65R, 66L, 66R, 67L, and 67R are not limited to those shown in this embodiment.

Pantograph mounting bases 81L and 81R for mounting the pantograph 8 are attached to the roof structure 5 in the track direction X, rearward of the first to third cooler mounting bases 65L, 65R, 66L, 66R, 67L, and 67R.

(Regarding the placement of rafters)
As shown in Figure 5, the roof structure 5 has a plurality of rafters 52 arranged in the track direction X. The ends of each of the plurality of rafters 52 in the sleeper direction Y are connected to long girders 50L, 50R, ensuring rigidity against stresses generated in the roof structure 5.

The multiple rafters 52 each have the same cross-sectional shape when cut in a direction perpendicular to the longitudinal direction (the vehicle length direction). Specifically, the multiple rafters 52 are each made of bent plate material and have the same plate thickness. For example, the rafters 52 are formed by bending a plate of a specified thickness (set to 1.5 mm in this embodiment) using a jig, so that the cross-sectional shape perpendicular to the longitudinal direction is Z-shaped. Note that the rafters 52 may also be formed by other processing methods, such as extrusion molding using a mold. Note that the cross-sectional shape of the rafters 52 may be a U-shape, L-shape, or other shape other than Z-shape.

The roof structure 5 is optimized to obtain the required rigidity with the minimum mass by arranging the rafters 52 extending in the sleeper direction Y in the track direction X in a sparsely spaced relationship depending on the stress generated in the roof structure 5.

2 and 3, the rafters 52 are arranged on the same cross section as the vertical posts 32 (door pocket posts 35A-35H, door end posts 34A-34H, and end posts 33A and 33B). In this embodiment, "on the same cross section" refers to a position where the vertical posts 32, under load, can transmit the load to the rafters 52. For example, the rafter 52 is considered to be arranged on approximately the same cross section as the vertical column 32 in the following cases: when the rafter 52 is arranged so that its vertical axis coincides with the axis of the vertical column 32 (when the rafter 52 is arranged directly above the vertical column 32); when the rafter 52 is arranged so that its vertical axis falls within the area of the track-direction width dimension of the vertical column 32 (when the rafter 52 is arranged within the range of the track-direction width dimension of the vertical column 32 and is directly joined); and also when the rafter 52 is arranged outside the area of the track-direction width dimension of the vertical column 32 but in a position where it can receive a load from the vertical column 32 (when the vertical column 32 and rafter 52 are not directly joined but are arranged so that the load can be transmitted).

Hereinafter, the rafters 52 arranged on the same cross section as the vertical columns 32 will be referred to as first rafters 52A1 to 52A18, starting from the front. In the following description, the first rafters 52A1 to 52A18 may be collectively referred to as first rafter 52A. The vertical columns 32 and first rafters 52A form an arch-shaped framework of the railway vehicle 1, increasing its rigidity against external forces.

The railway vehicle 1 can be divided into multiple regions along the track direction X by door pocket posts 35A-35H, end posts 34A-34H, and end posts 33A, 33B. For example, the railway vehicle 1 in this embodiment has first to fourth door regions D1-D4 defined by the door pocket posts 35A-35H and corresponding to the side doors 13A-13D. The railway vehicle 1 has first to third side window regions W1-W3 defined by the end posts 34B-34G and corresponding to the side windows 12A-12C. The railway vehicle 1 has first and second end window regions EW1, EW2 defined by the end posts 34A, 34H and end posts 33A, 33B and corresponding to the end windows 11A, 11B. Door pockets (not shown) are provided on both sides of the side doors 13A-13D. The railway vehicle 1 has first to eighth door pocket areas DP1 to DP8, which are defined corresponding to the door pockets by the door pocket posts 35A to 35H and the door end posts 34A to 34H. The first rafter 52A is positioned at the boundary between each area.

As shown in Figure 5, the roof structure 5 has rafters 52 arranged in a regular pattern for each type of area, depending on the stress generated in the roof structure 5, etc.

Specifically, as shown in Figure 3, the third side window area W3 is defined by the end posts 34F and 34G. As shown in Figure 5, the roof structure 5 has first rafters 52A13 and 52A14 arranged on the same cross section as the end posts 34F and 34G. As shown in Figure 6, three second rafters 52B are arranged between the first rafters 52A13 and 52A14. The three second rafters 52B are equally spaced apart at a predetermined spacing K21 between the first rafters 52A13 and 52A14. Similarly, second rafters 52B are arranged in the first side window area W1.

As shown in FIG. 3, the second end window area EW2 is defined by the tail post 34H and the end post 33B. As shown in FIG. 5, the roof structure 5 has first rafters 52A17 and 52A18 arranged on the same cross section as the tail post 34H and the end post 33B. As shown in FIG. 7, a third rafter 52C is arranged midway between the first rafters 52A17 and 52A18. Tensile and compressive loads act on both ends of the roof structure 5 and the side structure 3 in the track direction X from the end structure 4. Therefore, the spacing K31 between the first rafter 52A17, the third rafter 52C, and the first rafter 52A18 is narrower than the spacing K21 between the second rafters 52B (see FIG. 6). Similarly, a third rafter 52C is arranged in the first end window area EW1.

As shown in FIG. 3, the third door area D3 is defined by door pocket posts 35E and 35F. As shown in FIG. 5, the roof structure 5 has first rafters 52A11 and 52A12 arranged on the same cross section as the door pocket posts 35E and 35F. As shown in FIG. 6, two fourth rafters 52D are arranged between the first rafters 52A11 and 52A12. Two fourth rafters 52D are equally spaced at a predetermined spacing K22 between the first rafters 52A11 and 52A12. Loads such as those from passengers boarding and disembarking, and the load of the opening and closing device 14 act on the roof structure 5 in the third door area D3, generating greater stress than in the third side window area W3. Therefore, the spacing K22 of the rafters 52 in the third door area D3 is narrower than the spacing K21 of the rafters 52 in the third side window area W3. Similarly, fourth rafters 52D are also placed in the first, second, and fourth door areas D1, D2, and D4.

As described above, in this embodiment, the roof structure 5 has rafters 52 arranged at equal intervals in the first and third side window areas W1, W3, the first and second end window areas EW1, EW2, and the first through fourth door areas D1 through D4. The arrangement intervals K21, K22, K31 are set according to the stress generated in the roof structure 5 in each area.

In contrast, the rafters 52 are not evenly spaced in the first to eighth door pocket areas DP1 to DP8 and the second side window area W2.

Specifically, as shown in FIG. 3, the sixth door pocket area DP6 is defined by the door pocket post 35F and the door end post 34F. As shown in FIG. 5, the roof structure 5 has first rafters 52A12 and 52A13 arranged on the same cross section as the door pocket post 35F and the door end post 34F. As shown in FIG. 6, one fifth rafter 52E is arranged between the first rafters 52A12 and 52A13. The roof structure 5 may be subjected to a collision load when the side door 13C collides with the door end post 34F when opening or closing, which may increase stress near the door end post 34F. Therefore, the fifth rafter 52E is arranged closer to the door end post 34F than the center position of the sixth door pocket area DP6. In other words, in the sixth door pocket area DP6, the spacing K42 between the fifth rafter 52E and the first rafter 52A13 is narrower than the spacing K41 between the first rafter 52A12 and the fifth rafter 52E. The spacing K42 in the sixth door pocket area DP6 is narrower than the spacing K22 between the rafters 52 in the third door area D3. Similarly, the fifth rafter 52E is positioned closer to the end post 34 in the first to fifth and seventh to eighth door pocket areas DP1 to DP5 and DP7 to DP8.

For example, as shown in FIG. 2, the second side window area W2 is defined by the tail end posts 34D and 34E. As shown in FIG. 5, the roof structure 5 has first rafters 52A9 and 52A10 arranged on the same cross section as the tail end posts 34D and 34E. As shown in FIG. 8, three sixth rafters 52F are arranged between the first rafters 52A9 and 52A10. For ease of explanation, the sixth rafters 52F in this embodiment are referred to as sixth rafters 52F1, 52F2, and 52F3 from the front. Note that in FIG. 8, the opening area of the through-hole 70 is virtually indicated by dot hatching.

The air conditioner 7 is attached to the roof structure 5 via the first through third cooler mounting bases 65L, 65R, 66L, 66R, 67L, and 67R and the seal rubber support 61. The roof structure 5 has through-holes 70 opening inside the second and third cooler mounting bases 66L, 66R, 67L, and 67R. To increase the rigidity of the roof structure 5 near the second and third cooler mounting bases 66L, 66R, 67L, and 67R, the front sixth rafter 52F1 is positioned closer to the first rafter 52A9 and approximately directly below the second cooler mounting bases 66L and 66R, while the rear sixth rafter 52F3 is positioned closer to the first rafter 52A10 and near the third cooler mounting bases 67L and 67R. The sixth rafter 52F2 is positioned approximately in the center of the through-hole 70. In this embodiment, the sixth rafter 52F2 is positioned between the first rafters 52A9 and 52A10.

As described above, in this embodiment, the roof structure 5 has rafters 52 arranged at varying densities in the first to eighth door pocket areas DP1 to DP8 and the second side window area W2 depending on the stress acting on the roof structure 5.

As shown in Figure 7, the pantograph mounting bases 81L and 81R of the roof structure 5 are fixed to the first rafter 52A15, the two fourth rafters 52D, and the first rafter 52A16, which are arranged at equal intervals in the fourth door area D4. In the pantograph 8 mounting area, the rafters 52 are arranged at equal intervals with a predetermined spacing K22, but this spacing K22 is narrower than the spacing K21 (see Figure 6) of the rafters 52 in the third side window area W3, where rooftop equipment cannot be mounted. Therefore, the rafters 52 are arranged more densely in the pantograph 8 mounting area than in areas where the pantograph 8 cannot be mounted.

(Roof structure rigidity)
Next, a description will be given of the rigidity of the roof structure 5 against the load acting on the railway vehicle 1 of this embodiment. As shown in Fig. 1, in the railway vehicle 1, the load of the air conditioning unit 7 and the pantograph 8 acts on the roof structure 5 at all times.

As shown in Figure 8, the roof structure 5 of this embodiment bears the load of the air conditioning unit 7 via the first to third cooler mounting bases 65L, 65R, 66L, 66R, 67L, 67R, the first and second cooler mounting lower plates 62L, 62R, 63L, 63R, and the sealing rubber support base 61, and stress due to this load is generated near the first to third cooler mounting bases 65L, 65R, 66L, 66R, 67L, 67R.

The roof structure 5 has a through hole 70 in the second side window area W2, which increases the stress in the second side window area W2. The roof structure 5 is reinforced by placing second cooler mounting lower plates 63L, 63R on both sides of the through hole 70 along the track direction X. However, the air conditioning unit 7 is heavy, weighing 600 kg. Therefore, it is desirable to use rafters 52 to increase the rigidity of the roof structure 5 near the through hole 70.

For example, as shown by the two-dot chain line in Figure 8, if the roof structure 5 is configured such that the second rafters 52B are equally spaced at a predetermined spacing K21 in the second side window area W2, as in the third side window area W3, the second cooler mounting bases 66L, 66R will be positioned between the first rafter 52A9 and the second rafter 52B immediately adjacent to it. In this case, the roof structure 5 may not be sufficiently rigid to withstand the stress caused by the load applied to the second cooler mounting bases 66L, 66R.

However, in the roof structure 5 of this embodiment, as shown by the solid line in Figure 8, the spacing K12 between the first rafter 52A9 and the sixth rafter 52F1, which are located near the second cooler mounting bases 66L and 66R, is narrower than the spacing K11 between the sixth rafter 52F2 and the sixth rafter 52F1, which are located away from the second cooler mounting bases 66L and 66R, and the rafters 52 are densely arranged near the second cooler mounting bases 66L and 66R. Therefore, the roof structure 5 can increase the rigidity near the second cooler mounting bases 66L and 66R using only one type of rafter 52, without, for example, manufacturing rafters with a thicker plate thickness than the rafters 52 and arranging them at equal intervals in the track direction X or arranging them near the second cooler mounting bases 66L and 66R.

In the roof structure 5, the third cooler mounting bases 67L, 67R are positioned closer to the through-hole 70 than the first cooler mounting bases 65L, 65R (see Figure 4), and the rigidity near the third cooler mounting bases 67L, 67R may be lower than the rigidity of the first cooler mounting bases 65L, 65R.

However, in the roof structure 5 of this embodiment, the spacing K12 between the sixth rafter 52F3 and the first rafter 52A10, which are located near the third cooler mounting bases 67L and 67R, is narrower than the spacing K11 between the sixth rafter 52F2 and the sixth rafter 52F3, which are located away from the third cooler mounting bases 67L and 67R, thereby closely arranging the rafters 52 near the third cooler mounting bases 67L and 67R. Therefore, the roof structure 5 can increase the rigidity near the third cooler mounting bases 67L and 67R using only one type of rafter 52, without, for example, manufacturing rafters with a thickness thicker than the rafters 52 and arranging them at equal intervals in the track direction X or arranging them near the third cooler mounting bases 67L and 67R.

In addition, by positioning the sixth rafters 52F1 and 52F3 in the railway vehicle 1 close to the first rafters 52A9 and 52A10, respectively, the spacing K11 between the sixth rafters 52F1 to 52F3 exposed through the through-holes 70 is increased, making it easier to connect piping to the air conditioning unit 7.

As shown in FIG. 7 , the roof structure 5 of this embodiment receives the load of the pantograph 8 via the pantograph mounting bases 81L and 81R, generating stress near the pantograph mounting bases 81L and 81R. In the fourth door area D4, where the pantograph mounting bases 81L and 81R are attached, the spacing K22 between the first rafter 52A15, the two fourth rafters 52D, and the first rafter 52A16 is narrower than the spacing K21 between the rafters 52 in the third side window area W3, meaning the rafters 52 are densely spaced. Therefore, the roof structure 5 can increase the rigidity near the pantograph mounting bases 81L and 81R using only one type of rafter 52, without, for example, manufacturing rafters with a thickness thicker than the rafters 52 and arranging them at equal intervals in the track direction X or near the pantograph mounting bases 81L and 81R.

When a car collides with the side structure 3 of the railway vehicle 1 at a railroad crossing, for example, the vertical columns 32 receive the collision load. The railway vehicle 1 has an arch-shaped framework formed by the vertical columns 32 and the first rafters 52A. The side structure 3 transfers the collision load from the vertical columns 32 that have received the collision load to the first rafters 52A, which are arranged on the same cross section, thereby mitigating the collision load and suppressing deformation.

When passengers board and disembark through door openings 314A-314D at stations and other locations, tensile and compressive loads act on the first to fourth door areas D1-D4 of the railway vehicle 1. The stresses generated in the first to fourth door areas D1-D4 of the roof structure 5 tend to be greater than the stresses generated in the third side window area W3. The spacing K22 between the rafters 52 in the first to fourth door areas D1-D4 of the roof structure 5 is narrower than the spacing K21 between the rafters 52 in the third side window area W3, increasing the rigidity of the first to fourth door areas D1-D4 compared to the rigidity of the third side window area W3. Therefore, the railway vehicle 1 can increase the rigidity of the roof structure 5 against the stresses generated when passengers board and disembark using only one type of rafter 52.

Whenever the side doors 13 of the railway vehicle 1 are opened or closed, they collide with the door end posts 34, which can cause tensile loads to act on the roof structure 5 via the door end posts 34. In the first to eighth door pocket regions DP1 to DP8, the roof structure 5 positions the fifth rafter 52E closer to the door end posts 34 than the door pocket posts 35, and the rafters 52 are closely spaced near the door end posts 34 by narrowing the spacing between them. Therefore, the railway vehicle 1 can increase the rigidity of the roof structure 5 against the collision load of the side doors 13 near the door end posts 34 using only one type of rafter 52.

As described above, in the railway vehicle 1 of this embodiment, even when multiple rafters 52 of the same type are arranged on the roof structure 5 in the track direction, the rafters 52 are arranged densely in the mounting locations of the second cooler mounting bases 66L, 66R for mounting the air conditioning unit 7 or the pantograph mounting bases 81L, 81R, rather than in locations where the air conditioning unit 7 and pantograph 8 cannot be mounted. This allows the railway vehicle 1 to increase the rigidity of the roof structure 5 against stresses generated in the mounting locations of the second cooler mounting bases 66L, 66R or the pantograph mounting bases 81L, 81R. The railway vehicle 1 has high productivity because the multiple rafters 52 arranged on the roof structure 5 can be manufactured under the same conditions using a single type of jig or mold. Therefore, with the railway vehicle 1 of this embodiment, in a railway vehicle 1 having an air conditioning unit 7 and pantograph 8 mounted on the roof structure 5, the rigidity of the mounting locations of the air conditioning unit 7 and pantograph 8 can be increased without compromising the productivity of the railway vehicle 1.

Please note that the embodiments disclosed in this specification are merely examples and do not limit the present invention in any way. Therefore, the technology disclosed in this specification can naturally be improved and modified in various ways without departing from the spirit of the invention. For example, the type, arrangement, and installation position of rooftop equipment are not limited to the above-described embodiments.

For example, the rafters 52 do not have to be positioned on the same cross section as the vertical columns 32 (door pocket columns 35, door end columns 34, and end columns 33) that make up the side structure 3. However, in the railway vehicle 1, the first rafters 52A are positioned on the same cross section as the vertical columns 32, and the vertical columns 32 and the first rafters 52A form an arch-shaped framework, thereby increasing the rigidity of the entire vehicle.

For example, in areas where roof equipment cannot be installed, such as the first and third side window areas W1, W3, the first and second end window areas EW1, EW2, and the first to fourth door areas D1-D4, the rafters 52 may be spaced equally apart regardless of the area. In this case, the spacing between the rafters 52 in areas where roof equipment can be installed (for example, the second side window area W2) is narrower than the spacing between the rafters in areas where roof equipment cannot be installed, and the rafters 52 are spaced closer together. However, by changing the rafter spacing K21, K22, K31 for each area, the rigidity of the roof structure 5 can be increased in accordance with the stress generated in the roof structure 5.

For example, the spacing K22 of the fourth rafters 52D in the door area may be the same as the spacing K21 of the second rafters 52B in the side window area, or may be wider than the spacing K21. However, by arranging the rafters 52 more closely together in the door area than in the side window area, the rigidity of the roof structure 5 can be increased in accordance with the stress generated near the door opening 314 when passengers board or disembark.

For example, the fifth rafter 52E may be positioned in the middle of the door pocket area, or closer to the door pocket post 35. However, by arranging the rafters 52 closer together on the door end post 34 side than on the door pocket post 35 side, the rigidity of the roof structure 5 can be increased in accordance with the stress generated near the door end post 34 when the side door 13 is opened or closed.

For example, in areas where roof equipment cannot be installed, such as the first and third side window areas W1, W3, the first and second end window areas EW1, EW2, the first and third door areas D1, D3, and the first to third, sixth to eighth door pocket areas DP1-DP3, DP6-DP8, the rafters 52 may be spaced evenly regardless of the area. In this case, in installation areas where roof equipment can be installed (e.g., the second side window area W2, the second and fourth door areas D2, D4, and the fourth and fifth door pocket areas DP4, DP5), the rafters 52 may be spaced closer together than in areas where roof equipment cannot be installed.

In the side window area W2, the rafters 52 may be spaced evenly in the track direction X at intervals narrower than in areas where rooftop equipment cannot be installed.

REFERENCE SIGNS LIST 1 Railway vehicle 3 Side structure 5 Roof structure 7 Air conditioning equipment 8 Pantograph 12 Side window 13 Side door 32 Vertical pillar 34 (34A to 34H) Door butt pillar 35 (35A to 35H) Door pocket pillar 52 Rafter 52A (52A1 to 52A18) First rafter 65L, 65R, 66L, 66R, 67L, 67R First to third cooler mounting bases 81L, 81R Pantograph mounting base 312 (312A, 312C) Side window opening (first and third side window openings)
314 (314A, 314B, 314C, 314D) Door opening (1st to 4th door opening)
D1 to D4 Door area W1, W3 1st and 3rd side window area DP1 to DP8 1st to 8th door pocket area

Claims (4)

A railway vehicle having a roof structure in which a plurality of rafters extending in the sleeper direction are arranged in the track direction, and roof equipment attached to the roof structure,
The plurality of rafters arranged on the roof structure are each made of a curved plate material, and are of one type of rafter having the same cross-sectional shape in the sleeper direction and the same plate thickness,
In the roof structure, the rafters are arranged more densely in an attachment portion where the roof equipment is attached than in an attachment portion where the roof equipment is not attached.
A railway vehicle configured as follows: 2. The railway vehicle according to claim 1 ,
a side structure coupled to the roof structure,
the side structure has a plurality of openings that communicate the interior of the car with the exterior of the car, and vertical columns extending in the up-down direction are installed at both ends of the plurality of openings in the track direction,
The plurality of rafters includes a first rafter arranged on the same cross section as the vertical column.
A railway vehicle configured as follows: A railway vehicle having a roof structure in which a plurality of rafters extending in the sleeper direction are arranged in the track direction, and roof equipment attached to the roof structure,
the roof structure has rafters arranged more densely in an attachment portion where the roof equipment is attached than in an attachment portion where the roof equipment is not attached,
a side structure coupled to the roof structure,
the side structure has a plurality of openings that communicate the interior of the car with the exterior of the car, and vertical columns extending in the up-down direction are installed at both ends of the plurality of openings in the track direction,
The plurality of rafters include a first rafter arranged on the same cross section as the vertical column;
The plurality of openings include a door opening to which a side door is attached and a side window opening to which a side window is attached,
In the roof structure, the rafters are arranged at a closer interval in a door region corresponding to the door opening than in a side window region corresponding to the side window opening.
A railway vehicle configured as follows: A railway vehicle having a roof structure in which a plurality of rafters extending in the sleeper direction are arranged in the track direction, and roof equipment attached to the roof structure,
the roof structure has rafters arranged more densely in an attachment portion where the roof equipment is attached than in an attachment portion where the roof equipment is not attached,
a side structure coupled to the roof structure,
the side structure has a plurality of openings that communicate the interior of the car with the exterior of the car, and vertical columns extending in the up-down direction are installed at both ends of the plurality of openings in the track direction,
The plurality of rafters include a first rafter arranged on the same cross section as the vertical column;
the plurality of openings include a door opening to which a side door is attached;
The vertical posts include a door pocket post arranged along the door opening, and a door end post located on the opposite side of the door opening with the door pocket post in between,
the roof structure includes a door pocket area corresponding to the door end post and the door pocket post,
The rafters arranged in the door pocket area are arranged at closer intervals to the door end post side than to the door pocket post side.
A railway vehicle configured as follows: