JP7797573B2 - Railway vehicle body structure - Google Patents

Description

The present invention relates to a railway vehicle body structure and a base plate for a drive unit.

Railway vehicles such as express trains and commuter trains have side doors on the side structure for passenger entry and exit. The side doors are suspended from the rails and are opened and closed in the direction of the track by a drive unit fixed to the side structure above the side doors.

The opening and closing device disclosed in Patent Document 1 is a well-known example of a drive device, but drive devices are selected from a variety of different manufacturers and drive systems and used as appropriate. Known drive systems include electric types using a motor as the drive source and pneumatic types using an air cylinder as the drive source.

Japanese Patent Application Laid-Open No. 2002-309849

Drive units are generally fixed to the frame members (horizontal and vertical frames) that make up the side structure. This allows the frame members to support the mass of the drive unit and absorb the reaction force that the drive unit receives when operating the door. However, because the shape of drive units varies depending on the drive system and manufacturer, the shape of the frame members and their placement position must be designed each time to suit the selected drive unit. This can lead to reduced manufacturing efficiency for railway vehicles.

The present invention aims to solve the above problems by providing a body structure and a base plate for a drive unit that allows for a common design for railway vehicle bodies regardless of the type of drive unit.

To solve the above problems, the body structure of the present invention has the following configuration.

(1) A railway vehicle structure comprising a side structure, an opening for a side door provided in the side structure, and a frame member reinforcing the side structure above the opening, in which a drive unit for opening and closing the side door is fixed to the frame member, characterized in that the drive unit is fixed to the frame member via a drive unit base plate connected to the frame member, a pair of vertical ribs extending along the vertical direction of the body of the railway vehicle at both ends of the periphery of the opening in the track direction, the vertical ribs comprising a lower portion below the upper end of the opening and an upper portion above the upper end, the upper portion having a thickness in the sleeper direction thinner than the lower portion, the vertical ribs comprising a joint portion joined to the underside of the side surface of the body , the joint portion extending continuously in the vertical direction from the lower end of the side structure, beyond the upper end of the opening, and from the lower portion to the upper portion, and the base plate is positioned overlapping the upper portion.

(2) In the railway vehicle body structure described in (1), it is preferable that the drive unit base plate is formed in a substantially rectangular plate shape, with a longitudinal direction along the track direction of the side body structure and a lateral direction in the height direction of the side body structure, the longitudinal length being at least twice the length of the opening in the track direction, and the lateral length being formed within a range that fits within the fascia panel portion above the opening, and that the drive unit base plate can be used in common with a drive unit selected from multiple types of drive units.

The base plate for a drive device of the present invention is
(3) The device is used in a railway vehicle having a side structure, an opening for a side door provided in the side structure, a frame member reinforcing the side structure above the opening, and a drive unit for opening and closing the side door, and is characterized by comprising: a fixing portion located between the drive unit and the frame member and for fixing with a bolt to a nut member provided on the frame member; and an attachment portion provided corresponding to the type of drive unit so that multiple types of drive units can be attached .

(4) It is preferable that the base plate for the drive unit described in (3) is formed in a substantially rectangular plate shape, with a longitudinal direction along the track direction of the side structure and a lateral direction along the height direction of the side structure, the longitudinal length being at least twice the length of the opening in the track direction, and the lateral length being formed within a range that fits within the header panel portion above the opening, and that it can be used in common with drive units selected from multiple types of drive units.

With the above-described railway vehicle body structure or drive unit base plate, the drive unit is fixed to the frame member of the side structure via the drive unit base plate, which is connected to the frame member. Therefore, if the drive unit base plate can be made to be capable of mounting multiple types of drive units, the shape and arrangement of the frame member only needs to be such that the drive unit base plate can be connected, eliminating the need to consider the drive unit manufacturer or drive system. In other words, the shape and arrangement of the frame member do not need to be designed each time to suit the selected drive unit, and it is possible to standardize the design of the railway vehicle body. This can improve the manufacturing efficiency of railway vehicles.

The base plate for the drive unit is preferably formed into a rectangular shape with a longitudinal length at least twice the length of the opening for the side door in the track direction, and a transverse length that fits within the fascia panel above the opening. This configuration makes it possible to attach many commonly used drive units.

The above-mentioned body structure or drive unit base plate makes it possible to standardize the design of railway vehicles regardless of the type of drive unit.

FIG. 1 is a side view of a railway vehicle according to an embodiment of the present invention. This is a view of the area around the side entrance/exit block of the side structure as seen from the inside of the vehicle structure. FIG. 3 is a partially enlarged view of portion A of FIG. 2, in which the drive device base plate is omitted. FIG. 3 is a partial enlarged view of a portion A in FIG. 2; 3 is a cross-sectional view taken along the line B-B in FIG. 2. 3 is a cross-sectional view taken along the line CC in FIG. 2. FIG. 4 is a partial enlarged view of a portion D in FIG. 3 . 8 is a cross-sectional view taken along the line E-E in FIG. 7. 8 is a cross-sectional view taken along the line FF in FIG. 7. FIG. 3 is a partial enlarged view of a portion A in FIG. 2, showing a configuration for fixing a drive unit manufactured by company A. FIG. 3 is a partially enlarged view of portion A in FIG. 2, showing a state in which a drive unit manufactured by company A is fixed. FIG. 3 is a partial enlarged view of portion A of FIG. 2, showing a configuration for fixing a drive unit manufactured by company B. FIG. 3 is a partially enlarged view of portion A in FIG. 2, showing a state in which a drive unit manufactured by company B is fixed. FIG. 3 is a partial enlarged view of portion A of FIG. 2, showing a configuration for fixing a drive unit manufactured by company C. FIG. 3 is a partially enlarged view of portion A in FIG. 2, showing a state in which a drive unit manufactured by company C is fixed.

Embodiments of a railway vehicle body structure (hereinafter simply referred to as body structure) and a drive unit base plate according to the present invention will be described in detail with reference to the drawings. Note that the drawings used in the description do not necessarily accurately represent the shapes and dimensions.

(Regarding railway vehicles)
First, the schematic configuration of a railway vehicle 1 that uses a bodyshell structure according to this embodiment will be described with reference to Fig. 1. Fig. 1 is a side view of the railway vehicle 1 according to this embodiment. Note that the left-right direction in Fig. 1 corresponds to the track direction of the railway vehicle 1, and the height direction in Fig. 1 corresponds to the vertical direction of the railway vehicle 1.

The railway vehicle 1 is, for example, a stainless steel vehicle used as a commuter vehicle, and as shown in Figure 1, has a vehicle body structure 2 and a bogie 3 that supports the vehicle body structure 2. Note that the railway vehicle 1 being a commuter vehicle is merely an example, and it may also be an express vehicle.

The vehicle body structure 2 is configured to form a hexahedron and includes an underframe 21 that forms the floor of the railway vehicle 1; a front end structure 22 that is erected at one end of the underframe 21 in the track direction (the left end in Figure 1) and forms the front of the vehicle body structure 2; a transverse end structure 23 that is erected at the other end of the underframe 21 in the track direction (the right end in Figure 1) and forms the connecting portion of the vehicle body structure 2; a pair of side structures 24 that are erected at both ends of the underframe 21 in the sleeper direction and form the side portions of the vehicle body structure 2; and a roof structure 25 that is connected to the upper end of the front end structure 22, the upper end of the transverse end structure 23, and the upper ends of the pair of side structures 24 and forms the roof portion of the vehicle body structure 2.

The side structure 24 is provided with a side door 26 and windows 27A, 27B, 27B, and 27C for passengers to board and disembark. The side door 26 is a double-hinged door with two door bodies that slide in opposite directions. The side structure 24 is constructed by joining together a front end window block 241 with window 27A, a rear end window block 242 with window 27C, two sets of intermediate window blocks 243 with window 27B, and three sets of side entrance/exit blocks 244 with side doors 26. The number of intermediate window blocks 243 and side entrance/exit blocks 244 is merely an example and is not limited to this. For example, three sets of intermediate window blocks and four sets of side entrance/exit blocks may be used.

The portion of the vehicle body structure 2 above the side door 26 and windows 27A, 27B, 27B, and 27C is called the fascia board portion 28, the portion below the windows 27A, 27B, 27B, and 27C is called the wainscot portion 29, and the portion sandwiched between the fascia board portion 28 and the wainscot portion 29 is called the apron portion 30.

(Regarding the body structure)
Next, the body structure of the railway vehicle 1 will be described with reference to Figures 2 to 9. Figure 2 is a view of the area around the side entrance block 244 of the side structure 24 as seen from the inside of the vehicle body structure 2. Figure 3 is a partial enlarged view of portion A in Figure 2, with the drive unit base plate 34 omitted. Figure 4 is a partial enlarged view of portion A in Figure 2. Figure 5 is a cross-sectional view taken along B-B in Figure 2. Figure 6 is a cross-sectional view taken along C-C in Figure 2. Figure 7 is a partial enlarged view of portion D in Figure 3. Note that the shape of the gusset 58 in Figure 7 is partially represented by a two-dot chain line to make the configuration of the first vertical frame 56 easier to see. Figure 8 is a cross-sectional view taken along E-E in Figure 7. Figure 9 is a cross-sectional view taken along F-F in Figure 7.

As shown in Figures 2, 3, and 5, the main components of the side entrance block 244 are a side entrance frame 6, a shear plate 31, two horizontal ribs 32A, 32B (an example of a rib member), and two vertical ribs 33, 33 of the header panel (an example of a rib member).

The side entrance frame 6 is a rectangular frame that forms the periphery of the entrance opening 61 (an example of an opening) for the side door 26, and is made of, for example, stainless steel plate. The side entrance frame 6 includes a pair of entrance posts 62, 62 that form both ends of the entrance opening 61 in the track direction, a lintel 63 that forms the upper end of the entrance opening 61, and a threshold 64 that forms the lower end of the entrance opening 61. The entrance opening 61 is formed by joining these parts. Each of the components 62, 63, 64 that form the side entrance frame 6 is formed with an L-shaped cross section, consisting of a first piece extending inward from the vehicle body structure 2 and a second piece parallel to the side of the vehicle body structure 2. Specifically, using the lintel 63 as an example, as shown in Figure 5, the L-shaped cross section is formed with a first piece 631 that extends inward from the vehicle body structure 2 and a second piece 632 that is parallel to the side of the vehicle body structure 2. The second piece 632 of the lintel portion 63 extends to the lower end of the roof structure 25, thereby forming the fascia panel 28 above the side door 26. As shown in Figure 8, the entrance posts 62, 62 have an L-shaped cross section, with a first piece 621 parallel to the track direction and a second piece 622 parallel to the sleeper direction. The second piece 622 of the entrance posts 62, 62 is connected to the side outer plate (not shown) that constitutes the front end window block 241, or the side outer plate (not shown) that constitutes the rear end window block 242, or the side outer plate 51 that constitutes the intermediate window block 243.

The shear plate 31 is a plate made of, for example, stainless steel plate, and as shown in Figures 3 and 5, is joined to the inner side of the second piece 632 of the lintel portion 63 in the direction of the sleepers. This allows the shear plate 31 to reinforce the second piece 632 (i.e., the fascia portion 28). The shear plate 31 is also connected to the roof structure 25 by a pair of connecting pieces 311 via the cross beams 32A.

As shown in Figure 3, the cross beams 32A and 32B are aligned parallel to each other at the center of the inner surface of the second piece 632 of the lintel 63, extending in the track direction. They are made of, for example, stainless steel. As shown in Figure 5, the cross beams 32A and 32B have a hat-shaped cross section, with a convex portion 321 protruding inward in the direction of the sleepers (to the left in Figure 5) and flange portions 322 and 323 extending from the convex portion 321. The flange portions 322 and 323 are joined to the inner surface of the shear plate 31 (the surface opposite the second piece 632). A floating nut 41 is fixed to the inside of the top surface of the convex portion 321 to secure the drive unit base plate 34 (described later). As shown in Figure 3, four floating nuts 41 are fixed to each of the cross beams 32A and 32B, for a total of eight. This floating nut 41 is a typical floating nut that includes a case and a nut that is held freely within the case.

As shown in Figure 3, the pair of vertical ridges 33 extend vertically on both sides of the cross ridges 32A and 32B in the track direction. They are made of, for example, stainless steel. The cross section is hat-shaped, with a convex portion 331 protruding inward in the direction of the sleepers and flange portions 332 and 333 extending from the convex portion 331. The flange portions 332 and 333 are joined to the inner surface of the second piece 632 of the lintel portion 63. A connecting piece 334 is joined to the upper end of the vertical ridges 33, 33, connecting the vertical ridges 33 and 33 to the roof structure 25. A floating nut 41 is fixed to the inside of the top surface of the convex portion 331, near the lower side (the side doorway frame 6 side) to secure the drive unit base plate 34 (described below). This floating nut 41 is the same as the floating nut 41 fixed to the cross ridges 32A and 32B.

The intermediate window blocks 243, located on both sides of the side entrance block 244 in the track direction, are primarily composed of side outer panels 51 (see Figure 6), multiple frame members, and window frames 52 (see Figure 2). The multiple frame members include, for example, the header panel cross ribs 53 (an example of a frame member), the winding panel cross ribs 54, the waist panel cross ribs 55, the first vertical ribs 56, and the second vertical ribs 57, as shown in Figure 2.

The headboard cross-ribs 53 are elongated members made of, for example, stainless steel, and extend the entire length of the intermediate window blocks 243 (front end window blocks 241 and rear end window blocks 242) in the track direction, reinforcing the headboard section 28 of the side outer panels 51. The headboard cross-ribs 53 have a hat-shaped cross section, with a convex portion 531 protruding inward in the direction of the sleepers and flange portions 532 and 533 extending from the convex portion 531. The flange portions 532 and 533 are overlapped and joined to a shear plate (not shown) joined to the inner surface of the side outer panels 51. Of the three headboard cross-ribs 53, floating nuts 41 are fixed to the inside of the top surfaces of the upper two convex portions 531. Four floating nuts 41 are fixed to the headboard cross-ribs 53 on each side of the side entrance block 244. This floating nut 41 is the same as the floating nut 41 fixed to the cross beams 32A and 32B.

Like the fascia section cross-ribs 53, the fascia section cross-ribs 54 and the stern section cross-ribs 55 are also formed with a hat-shaped cross section and are joined to the inner surface of the side skin 51. The two fascia section cross-ribs 54 extend in the track direction between the side entrance block 244 and the window frame 52, reinforcing the fascia section 30 of the side skin 51. The five stern section cross-ribs 55 extend in the stern section 29 over the entire length of the side skin 51 in the track direction, reinforcing the stern section 29 of the side skin 51.

The first vertical ribs 56 extend vertically from the lower end to the upper end of the side structure 24 at the track-direction ends where the side entrance/exit blocks 244 of the front end window blocks 241, rear end window blocks 242, or intermediate window blocks 243 are joined, thereby reinforcing the side structure 24. A connecting piece 566 is provided at the upper end of the first vertical rib 56, connecting the first vertical rib 56 to the roof structure 25. As shown in Figures 7-9, the first vertical rib 56 is a long member with a Z-shaped cross section, consisting of a first flange 561, a second flange 562 arranged approximately parallel to the first flange 561, and a leg 563 connecting the end of the first flange 561 opposite the entrance/exit opening 61 to the end of the second flange 562 on the entrance/exit opening 61 side.

The first flange 561 is formed so as to extend continuously from the upper end to the lower end of the side structure 24 in the vertical direction. The first flange 561 is joined to the side doorway frame 6 via the side outer panel (not shown) that constitutes the front end window block 241, or the side outer panel (not shown) that constitutes the rear end window block 242, or the side outer panel 51 that constitutes the intermediate window block 243. Specifically, below the upper end of the doorway opening 61 in the vertical direction, the first flange 561 is joined to the back surface of the second piece 622 of the doorway pillar 62 (see Figure 8), and above the upper end of the doorway opening 61 in the vertical direction, the first flange 561 is joined to the back surface of the second piece 632 of the lintel portion 63 (see Figure 9).

The second flange 562 has an upper portion 562a located vertically above the upper end of the entrance/exit opening 61, and a lower portion 562b located below it.

The lower portion 562b is integral with the first flange 561 and the leg portion 563. "Integrated" here means that the first flange 561, the leg portion 563, and the lower portion 562b form a single member. The lower portion 562b also extends vertically along the entrance post 62, and is joined with its surface on the first flange 561 side (the surface facing outward in the direction of the sleepers) in contact with the cross beams 54 and 55.

The upper portion 562a is formed from a separate member (second member 564). This is explained in more detail below. A notch 565 is formed in the first vertical frame 56 by cutting a portion of the first vertical frame 56 that is located vertically above the upper end of the entrance/exit opening 61, leaving the first flange 561 and approximately half of the leg portion 563. The second member 564 is positioned to complement this notch 565, forming the upper portion 562a. The end surface of the first flange 561 that forms the notch 565 is referred to as the notch end surface 565a, and the end surface of the leg portion 563 that forms the notch 565 is referred to as the notch end surface 565b.

The second member 564 has an L-shaped cross section, composed of a first piece 564a forming the upper portion 562a and a second piece 564b joined to the leg portion 563. As shown in FIG. 9, the first piece 564a is positioned approximately flush with the notched end face 565b in the sleeper direction or slightly toward the inside of the car body (lower in FIG. 9), while the second piece 564b is joined to the surface of the leg portion 563 on which the second flange 562 extends. This creates a difference in level between the upper portion 562a and the lower portion 562b of the second flange 562. More specifically, the upper portion 562a is positioned closer to the outside of the car body in the sleeper direction than the lower portion 562b. In other words, the thickness t11 of the first vertical rib 56 at the upper portion 562a of the side doorway frame 6 of the headboard portion 28 is thinner than the thickness t12 at the lower portion 562b. This ensures sufficient space for installing a drive unit (described below) for opening and closing the side door 26.

The upper portion 562a of the second flange 562 is formed from a separate member (second member 564), while the first flange 561 extends continuously from the upper end to the lower end of the side structure, ensuring sufficient strength of the side structure.

A gusset 58 is also joined to the first vertical rib 56. The gusset 58 comprises a main body 581 connecting the upper portion 562a and lower portion 562b of the second flange 562, a first joint 582 extending from the main body 581 toward the side doorway frame 6 in the track direction and joined to the side doorway frame 6, and a second joint 583 extending from the main body 581 toward the opposite side from the side doorway frame 6 in the track direction and joined to the header panel horizontal rib 53.

The main body 581 has a generally Z-shaped cross section cut vertically to match the step between the upper portion 562a and the lower portion 562b (see Figure 6). The main body 581 is joined to the first vertical rib 56 by plug welding using the elongated hole 581a that penetrates the main body 581 in the thickness direction while in contact with the upper portion 562a and the lower portion 562b. This reinforces the first vertical rib 56. The first joint 582 is joined to the side doorway frame 6 by plug welding using the elongated hole 582a that penetrates the first joint 582 in the thickness direction. The second joint 583 is joined to the cross rib 53 of the header panel by plug welding using the elongated hole 583a that penetrates the second joint 583 in the thickness direction.

When a railway vehicle is in motion, stress tends to concentrate at the four corners of the side entrance frame 6 due to compressive forces applied from the vehicles in front and behind. However, as described above, the gussets 58 connect the first vertical frame 56 to the side entrance frame 6, and also connect the first vertical frame 56 to the cross frame 53 of the overhead panel, thereby reinforcing the corners against this compressive force.

The second vertical ribs 57 are made of, for example, stainless steel and have a hat-shaped cross section. The second vertical ribs 57 extend vertically from the lower end to the upper end of the side outer plate 51 at both track-direction ends of the window frame 52. This allows the second vertical ribs 57 to reinforce the side outer plate 51. Furthermore, a connecting piece 571 is joined to the upper end of the second vertical rib 57, connecting the second vertical rib 57 to the roof structure 25.

(Regarding the drive unit base plate)
Next, the drive unit base plate 34 attached to the side structure 24 will be described. The drive unit base plate 34 is used to secure a drive unit (described later) for opening and closing the side door 26 to the side structure 24. The drive unit base plate 34 is formed into a substantially rectangular plate shape, for example, made of stainless steel. As shown in FIG. 4 , the drive unit base plate 34 has a longitudinal direction along the track direction, and the longitudinal dimension L11 is set to be at least twice the length of the entrance/exit opening 61 in the track direction (dimension L21). Specifically, it is approximately 2620 mm. The drive unit base plate 34 also has a transverse direction along the vertical direction, and the transverse dimension L12 is set to be within the range of the header panel portion 28 above the entrance/exit opening 61. Specifically, it is approximately 255 mm. The dimension L12 in the short side direction includes the convex portion 341 that protrudes upward at the center in the longitudinal direction, and the dimension L13 in the long side direction of the convex portion 341 is approximately 350 mm. The dimension L14 in the short side direction excluding the convex portion 341 is sufficient if it is approximately 230 mm.

The dimensions L11, L12, L13, and L14 of the drive unit base plate 34 described above are the minimum dimensions necessary to enable the drive unit base plate 34 to be used with a variety of drive units. Therefore, dimensions L11, L12, L13, and L14 may be set to larger dimensions than those described above. However, since the space available for placing the drive unit base plate 34 is limited to the space above the side doorway frame 6 of the header panel 28 and between the pair of second vertical ribs 57, the size of the drive unit base plate 341 must be set to accommodate this space. Furthermore, the longitudinal dimension L13 of the protrusion 341 must be within the range that fits between the pair of connecting pieces 311. Additionally, since the protrusion 341 is the portion where the nut member 73A (described below) is located, the size of the protrusion 341 is determined taking into account the position of the nut member 73A. The drive unit base plate 34 has a protrusion 341 in the longitudinal center, making it easier to position it while checking its positional relationship with the pair of connecting pieces 311.

The drive unit base plate 34 also has a through-hole 343 (an example of a fixing portion) that penetrates the drive unit base plate 34 in the thickness direction at a position corresponding to the floating nut 41. A bolt (not shown) is passed through the through-hole 343 from the inside of the vehicle body structure 2 (the front side in Figure 2 or the left side in Figures 4 and 5) and threaded into the floating nut 41, thereby fixing the drive unit base plate 34 to the side body structure 24. When fixing, if necessary, a spacer 42 (see Figure 5) can be sandwiched between the side body structure 24 and the drive unit base plate 34 to adjust the position of the drive unit base plate 34 in the sleeper direction.

Furthermore, a notch 342 is provided at one of both short-side ends on the side of the side doorway frame 6 (the lower end in the figure) at a position corresponding to the first vertical rib 56. The notch 342 functions as a relief to prevent interference between the drive unit base plate 34 fixed to the side structure 24 and the first vertical rib 56.

The drive unit fixed to the side structure 24 via the drive unit base plate 34 described above can be selected from three types: drive unit 43 manufactured by Company A (see Figure 11), drive unit 44 manufactured by Company B (see Figure 13), and drive unit 45 manufactured by Company C (see Figure 15). The following explanation will be made using Figures 10-15. Figure 10 is a partial enlarged view of portion A in Figure 2, showing the configuration for fixing drive unit 43 manufactured by Company A. Figure 11 is a partial enlarged view of portion A in Figure 2, showing the state in which drive unit 43 manufactured by Company A is fixed. Figure 12 is a partial enlarged view of portion A in Figure 2, showing the configuration for fixing drive unit 44 manufactured by Company B. Figure 13 is a partial enlarged view of portion A in Figure 2, showing the state in which drive unit 44 manufactured by Company B is fixed. Figure 14 is a partial enlarged view of portion A in Figure 2, showing the configuration for fixing drive unit 45 manufactured by Company C. Figure 15 is a partial enlarged view of portion A in Figure 2, showing the state in which drive unit 45 manufactured by Company C is fixed.

As shown in FIG. 11, the drive unit 43 is equipped with an electric motor 431. By operating the motor 431, a first rack and a second rack (neither shown) arranged horizontally along the track direction within the housing 432 can be slid in opposite directions. One of the two door bodies is hung on the first rack by a connecting member 433, and the other door body is hung on the second rack by a connecting member 434. As a result, the first rack and the second rack slide in opposite directions to open and close the side door 26 (see FIG. 1).

As shown in Figure 13, the drive unit 44 is equipped with an electric motor 441. By operating the motor 441, the first rack 442 and second rack 443, which are arranged horizontally along the track direction, can be slid in opposite directions. One of the two door bodies is hung from the first rack 442 by a connecting bracket 444, and the other door body is hung from the second rack 443 by a connecting bracket 445. As a result, the first rack 442 and the second rack 443 slide in opposite directions to open and close the side door 26 (see Figure 1).

As shown in FIG. 15, the drive unit 45 includes an air cylinder 451 that is driven by operating air supplied from an air supply source (not shown). When the air cylinder 451 is driven, a first rod 452 and a second rod 453, which are arranged horizontally along the track direction, slide in opposite directions. One of the two door bodies is suspended from the first rod 452 by a connecting fitting 454, and the other door body is suspended from the second rod 453 by a connecting fitting 455. As a result, the first rod 452 and the second rod 453 slide in opposite directions to open and close the side door 26 (see FIG. 1).

The drive unit base plate 34 can be provided with a mounting section suitable for a drive unit selected from three types of drive units 43, 44, and 45. Specifically, this is as follows:

First, we will explain the case where the drive unit 43 is selected. When the drive unit 43 is selected, the drive unit base plate 34 is provided with nut members 71A, 71B, 72A, 72B, 72C, and 72D as mounting portions, as shown in Figure 10.

Nut members 71A, 71B, 72A, 72B, 72C, and 72D are all welded to the back surface of the drive unit base plate 34 (i.e., the surface facing the side structure 24). The relative positions of nut members 71A, 71B, 72A, 72B, 72C, and 72D are determined by the drive unit 43, but because the rib members that make up the side structure 24 are located on the back surface of the drive unit base plate 34, nut members 71A, 71B, 72A, 72B, 72C, and 72D are positioned to avoid the rib members.

Specifically, of the nut members 71A and 71B joined to both ends of the drive unit base plate 34 in the track direction, nut member 71A is positioned between the two uppermost of the three header cross bones 53, and nut member 71B is positioned below the second header cross bone 53 from the top. Nut members 71A and 71B are identical components, each with two screw holes.

Furthermore, of the nut members 72A and 72B joined to the center of the drive unit base plate 34 in the track direction, the nut member 72A is positioned between the cross bones 32A and 32B (see Figures 3 and 5), and the nut member 72B is positioned below the cross bone 32B (see Figures 3 and 5).

Of the nut members 72C and 72D joined between the center and end portions of the drive unit base plate 34 in the track direction, nut member 72C is positioned at the same position as nut member 72A in the vertical direction and between the header panel vertical bone 33 and the first vertical bone 56 in the track direction. Nut member 72D is positioned at the same position as nut member 72B in the vertical direction and at the same position as nut member 72C in the track direction. Nut members 72A, 72B, 72C, and 72D are all identical components and each has one threaded hole. Furthermore, through-holes are provided in the drive unit base plate 34 at positions corresponding to nut members 71A, 71B, 72A, 72B, 72C, and 72D, penetrating the thickness direction so that bolts can be inserted from the inner surface of the drive unit base plate 34 and threaded into nut members 71A, 71B, 72A, 72B, 72C, and 72D.

By providing nut members 71A, 71B, 72A, 72B, 72C, and 72D on the drive unit base plate 34 as described above, the drive unit 43 can be fixed as shown in Figure 11.

Next, we will explain the case where the drive unit 44 is selected. When the drive unit 44 is selected, the drive unit base plate 34 is provided with nut members 73A, 73B, 74A, 74B, and 74C as mounting portions, as shown in Figure 12.

Nut members 73A and 73B are joined by welding to the back surface of the protrusion 341 of the drive unit base plate 34 (i.e., the surface facing the side structure 24). Nut members 74A, 74B, and 74C are joined by welding to the front surface of the drive unit base plate 34 (i.e., the surface opposite the surface facing the side structure 24).

The relative positions of nut members 73A, 73B, 74A, 74B, and 74C are determined by the drive unit 44. However, because the rib members constituting the side structure 24 are located on the backside of the drive unit base plate 34, nut members 73A and 73B are positioned to avoid the rib members. Specifically, nut member 73A, located on the backside of the protrusion 341 of the drive unit base plate 34, is positioned above the cross frame 32A (see Figures 3 and 5), while nut member 73B is positioned between the cross frames 32A and 32B (see Figures 3 and 5). Note that nut members 73A and 73B are all identical components and each has one threaded hole. Furthermore, through-holes are provided in the drive unit base plate 34 at positions corresponding to the nut members 73A and 73B, penetrating the thickness direction so that bolts can be inserted from the inner surface of the drive unit base plate 34 and threaded onto the nut members 73A and 73B.

Nut members 74A, 74B, and 74C are positioned side by side at the lower end of the drive unit base plate 34, and are all positioned identically in the vertical direction. A pair of nut members 74A are positioned in the center of the drive unit base plate 34 in the track direction, nut members 74C are positioned at each end in the track direction, and nut member 74B is positioned between nut members 74A and 74C. Note that nut members 74A, 74B, and 74C are all identical members, and each has two screw holes.

By providing nut members 73A, 73B, 74A, 74B, and 74C on the drive unit base plate 34 as described above, the drive unit 44 can be fixed as shown in Figure 13.

Next, we will explain the case where the drive unit 45 is selected. When the drive unit 45 is selected, the drive unit base plate 34 is provided with nut members 75A, 75B, 75C, 75D, 75E, and 76 as mounting portions, as shown in Figure 14.

Nut members 75A, 75B, 75C, 75D, and 75E are welded to the back surface of the drive unit base plate 34 (i.e., the surface facing the side structure 24) with the nut members 75A, 75B, 75C, 75D, and 75E arranged at equal intervals from the center outward in the track direction. Nut member 76 is welded to the front surface of the drive unit base plate 34 (i.e., the surface opposite the surface facing the side structure 24).

The relative positions of nut members 75A, 75B, 75C, 75D, 75E, and 76 are determined by the drive unit 45. However, because the rib members that make up the side structure 24 are located on the back side of the drive unit base plate 34, nut members 75A, 75B, 75C, 75D, and 75E are positioned to avoid the rib members. Specifically, nut members 75A and 75B are positioned between cross bones 32A and 32B (see Figures 3 and 5), nut member 75C is positioned between the header panel vertical bone 33 and the first vertical bone 56, and nut members 75D and 75E are positioned between the upper two of the three header panel cross bones 53. Nut members 75A, 75B, 75C, 75D, and 75E are all identical components, each with one screw hole. Additionally, at positions on the drive unit base plate 34 corresponding to the nut members 75A, 75B, 75C, 75D, and 75E, through-holes are provided that penetrate the thickness of the drive unit base plate 34 so that bolts can be inserted from the inner surface of the drive unit base plate 34 and screwed into the nut members 75A, 75B, 75C, 75D, and 75E.

Furthermore, each of the two nut members 76 is positioned above and between nut members 75B and 75C, and their positions in the vertical direction are all the same. The two nut members 76 are the same member, and each has two screw holes.

By providing nut members 75A, 75B, 75C, 75D, 75E, and 76 on the drive unit base plate 34 as described above, the drive unit 45 can be fixed as shown in Figure 15.

(About the effects)
As described above, the body structure according to this embodiment is
(1) In a railway vehicle structure comprising a side structure 24, an opening for a side door 26 provided in the side structure 24 (e.g., an entrance/exit opening 61), and frame members (e.g., cross beams 32A, 32B, header vertical frame 33, header horizontal frame 53) reinforcing the side structure 24 above the opening (entrance/exit opening 61), and in which a drive unit (e.g., drive unit 43 or drive unit 44 or drive unit 45) for opening and closing the side door 26 is fixed to the frame members (cross beams 32A, 32B, header vertical frame 33, header horizontal frame 53), the drive unit is fixed to the frame members (cross beams 32A, 32B, header vertical frame 33, header horizontal frame 53) via a drive unit base plate 34 connected to the frame members (cross beams 32A, 32B, header vertical frame 33, header horizontal frame 53).

(2) In the railway vehicle body structure described in (1), it is preferable that the drive unit base plate 34 is formed in a substantially rectangular plate shape, with its longitudinal direction aligned with the track direction of the side body structure 24 and its transverse direction aligned with the height direction of the side body structure 24, its longitudinal length (dimension L11) be at least twice the track direction length (dimension L21) of the opening (e.g., entrance/exit opening 61), its transverse length (dimension L12) be formed within a range that fits within the fascia panel portion 28 above the opening (entrance/exit opening 61), and that it can be used in common with a drive unit (drive unit 43, drive unit 44, or drive unit 45) selected from multiple types of drive units.

Moreover, the drive unit base plate 34 according to this embodiment is
(3) Used in a railway vehicle 1 including a side structure 24, an opening (e.g., entrance/exit opening 61) for a side door 26 provided in the side structure 24, frame members (e.g., cross beams 32A, 32B, header vertical beams 33, header horizontal beams 53) reinforcing the side structure 24 above the opening (e.g., entrance/exit opening 61), and a drive unit (e.g., drive unit 43, drive unit 44, or drive unit 45) for opening and closing the side door 26, and between the drive unit (drive unit 43, drive unit 44, or drive unit 45) and the frame members (cross beams 32A, 32B, header vertical beams 33, header horizontal beams 53) and is characterized by having a fixing portion (e.g., through hole 343) for fixing to bone members (horizontal bones 32A, 32B, vertical bones 33 of the top panel, horizontal bones 53 of the top panel), and an attachment portion (e.g., nut members 71A, 71B, 72A, 72B, 72C, 72D corresponding to the drive unit 43, or nut members 73A, 73B, 74A, 74B, 74C corresponding to the drive unit 44, or nut members 75A, 75B, 75C, 75D, 75E, 76 corresponding to the drive unit 45) for attaching a drive unit (drive unit 43 or drive unit 44 or drive unit 45).

(4) It is preferable that the drive unit base plate 34 described in (3) is formed in a substantially rectangular plate shape, with the longitudinal direction aligned with the track direction of the side structure 24 and the transverse direction aligned with the height direction of the side structure 24, that the longitudinal length (dimension L11) be at least twice the track direction length (dimension L21) of the opening (e.g., entrance/exit opening 61), and that the transverse length (dimension L12) be formed within a range that fits within the fascia panel portion 28 above the opening (entrance/exit opening 61), and that it can be used in common with a drive unit (drive unit 43, drive unit 44, or drive unit 45) selected from multiple types of drive units.

According to the above-mentioned railway vehicle body structure or drive unit base plate 34, the drive unit (drive unit 43 or drive unit 44 or drive unit 45) is fixed to the frame members (cross bones 32A, 32B, vertical frame 33 of the headboard, and cross bone 53 of the headboard) of the side body structure 24 via the drive unit base plate 34, which is connected to the frame members (cross bones 32A, 32B, vertical frame 33 of the headboard, and cross bone 53 of the headboard). Therefore, if the drive unit base plate 34 is capable of mounting multiple types of drive units, the shape and arrangement of the frame members (cross bones 32A, 32B, vertical frame 33 of the headboard, and cross bone 53 of the headboard) only need to be such that the drive unit base plate 34 can be connected, eliminating the need to consider the manufacturer or drive system of the drive unit. In other words, the shape and arrangement of the frame members (cross ribs 32A, 32B, headboard vertical ribs 33, headboard cross ribs 53) do not need to be designed each time to suit the selected drive unit, and the design of the car body structure 2 of the railway vehicle 1 can be standardized. This improves the manufacturing efficiency of the railway vehicle 1.

The drive unit base plate 34 is desirably formed in a rectangular shape with a longitudinal length (dimension L11) that is at least twice the length (dimension L21) of the opening (e.g., entrance/exit opening 61) in the track direction, and a lateral length (dimension L12) that fits within the fascia panel portion 28 above the opening (entrance/exit opening 61). This configuration makes it possible to attach many of the commonly used drive units (drive units 43, 44, 45).

The above embodiment is merely illustrative and does not limit the present invention in any way. Naturally, various improvements and modifications are possible to the present invention without departing from the spirit and scope of the invention. For example, the number and position of the fixing portions (through holes 343) provided on the drive unit base plate 34 are not limited to this embodiment. Because the drive unit base plate 34 is subject to the mass of the drive unit and door body, as well as impacts when the door body slides, the number of fixing portions (through holes 343) may be adjusted as appropriate to withstand the above-mentioned mass and impacts.

In addition, in this embodiment, the arrangement of the drive unit base plate 34 and drive units 43, 44, 45 is described using the side entrance/exit block 244 sandwiched between intermediate window blocks 243 on both sides as an example, but the same applies to the side entrance/exit block 244 sandwiched between the front end window block 241 and the intermediate window block 243, and the side entrance/exit block 244 sandwiched between the intermediate window block 243 and the rear end window block 242.

1 Railway vehicle 24 Side structure 26 Side door 32A Cross frame (an example of a frame member)
32B Transverse bone (an example of a bone member)
33 Vertical bone of the back panel (an example of a bone member)
34 Drive unit base plate 53 Headboard cross bone (an example of a bone member)
43 Drive unit 44 Drive unit 45 Drive unit 61 Entrance/exit opening (an example of an opening)

Claims (2)

A railway vehicle body structure comprising: a side structure; an opening for a side door provided in the side structure; and a frame member reinforcing the side structure above the opening, wherein a drive device for opening and closing the side door is fixed to the frame member,
the drive device is fixed to the bone member via a drive device base plate coupled to the bone member;
a pair of vertical ribs extending along the vertical direction of the railcar body are provided at both ends of the periphery of the opening in the track direction;
The vertical rib has a lower portion below an upper end of the opening and an upper portion above the upper end, and the upper portion has a thickness in the sleeper direction that is thinner than that of the lower portion;
The vertical bone has a joint portion to be joined to the rear surface of the side surface of the vehicle body ,
the joint portion extends continuously in the vertical direction from the lower end of the side structure beyond the upper end of the opening and from the lower portion to the upper portion;
the base plate is positioned over the upper portion;
A railway vehicle body structure characterized by: The railway vehicle body structure according to claim 1,
The drive device base plate comprises:
The rail is formed in a substantially rectangular plate shape, and has a longitudinal direction along the track direction of the side structure and a lateral direction in the height direction of the side structure.
The length in the longitudinal direction is at least twice the length in the track direction of the opening, and the length in the lateral direction is formed within a range that fits within the header panel portion above the opening, and the drive device can be used in common with a drive device selected from multiple types of drive devices.
A railway vehicle body structure characterized by: