JP5460269B2 - Railcar body - Google Patents

Railcar body Download PDF

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JP5460269B2
JP5460269B2 JP2009271528A JP2009271528A JP5460269B2 JP 5460269 B2 JP5460269 B2 JP 5460269B2 JP 2009271528 A JP2009271528 A JP 2009271528A JP 2009271528 A JP2009271528 A JP 2009271528A JP 5460269 B2 JP5460269 B2 JP 5460269B2
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side structure
vehicle body
connecting member
suspension
suspension bar
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JP2011111114A (en
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唯夫 瀧上
隆弘 富岡
健一郎 相田
勝茂 桜木
宏次 谷口
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Railway Technical Research Institute
Japan Transport Engineering Co
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Railway Technical Research Institute
Japan Transport Engineering Co
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance

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Description

本発明は、鉄道車両用車体に関し、特には簡素かつ小規模な構成によって車体の剛性を向上したものに関する。   The present invention relates to a railway vehicle body, and more particularly to a vehicle body having improved rigidity with a simple and small-scale configuration.

例えば電車等の鉄道用旅客車の車体は、一般に床構、側構、妻構、屋根構を有するほぼ六面体として構成された箱状の構造物となっている。
また、鉄道車両用車体は、軽量化とともに、振動抑制による乗り心地改善や衝突安全性の向上のため、剛性を確保することも要求される。 For example, the body of a railway passenger car such as a train is a box-like structure generally configured as a hexahedron having a floor structure, a side structure, a wife structure, and a roof structure.
In addition, the vehicle body for a railway vehicle is required to ensure rigidity in order to reduce the weight and improve the ride comfort and the collision safety by suppressing vibration.

従来、踏切事故や脱線衝突事故に対する安全性を向上するために、車体側面方向から側構体に作用する荷重に対する強度を向上させることを目的として、床構の横梁、側構体の側柱、及び、屋根後退の垂木を同一断面内に配置した補強骨組部を、車体長手方向の複数箇所に配置した鉄道車両が知られている（例えば、特許文献１を参照）。   Conventionally, in order to improve safety against level crossing accidents and derailment collision accidents, for the purpose of improving the strength against the load acting on the side structure from the side of the vehicle body, the side beam of the floor structure, the side column of the side structure, and There is known a railway vehicle in which reinforcing frame portions in which rafters with a retracted roof are arranged in the same cross section are arranged at a plurality of locations in the longitudinal direction of the vehicle body (see, for example, Patent Document 1).

しかし、特許文献１に記載された技術では、車体の屋根構、側構、床構といった各構体における構造部材の配置等の基本設計に及ぼす制約が多く、車両の設計自由度が低くなってしまう。また、既存の車両には適用することが極めて困難である。   However, in the technique described in Patent Document 1, there are many restrictions on basic design such as arrangement of structural members in each structure such as a roof structure, a side structure, and a floor structure of the vehicle body, and the design freedom of the vehicle is reduced. . In addition, it is extremely difficult to apply to existing vehicles.

また、本願の発明者らは、後述する非特許文献１において、左右の側構に設けられた戸袋柱の上端部間を、枕木方向に延びた円筒状の吊手棒によって連結し、これによって車体剛性を向上させて振動抑制等を図ることを提案している。   In addition, in the non-patent document 1, which will be described later, the inventors of the present application connect the upper end portions of the door pocket pillars provided on the left and right side structures by a cylindrical suspension bar extending in the direction of the sleeper, thereby It has been proposed to suppress vibrations by improving the rigidity of the vehicle body.

特開２００７−６２４４０号公報JP 2007-62440 A

谷口宏次他「吊手棒を活用した車体剛性向上手法」第１５回鉄道技術・政策連合シンポジウム（Ｊ−Ｒａｉｌ２００８）講演論文集Koji Taniguchi et al. “The Body Stiffness Improvement Method Using Suspension Bars” Proceedings of the 15th Joint Symposium on Railway Technology and Policy (J-Rail 2008)

非特許文献１に記載された従来技術においては、それ以前の従来技術との比較においては比較的簡素な構成によって車体剛性を向上できるが、左右の戸袋柱間を連結するため、既存の車体に適用しようとした場合、既存の吊手棒の設計や配置を大幅に変更する必要があり、設計及び施工が困難である。また、車体中央の通路部には吊手を配置する必要がない場合であっても、当該手法を適用しようとする限り、枕木方向の全幅にわたって吊手棒を配置する必要があるため、車両設計時における制約が大きくなる。
本発明は上述した問題に鑑みなされたものであって、簡素かつ小規模な構成によって車体の剛性を効果的に向上した鉄道車両用車体を提供することを課題とする。 In the prior art described in Non-Patent Document 1, the rigidity of the vehicle body can be improved by a relatively simple configuration in comparison with the previous prior art. However, in order to connect the left and right door column, When trying to apply, it is necessary to drastically change the design and arrangement of the existing suspension bar, which is difficult to design and construct. In addition, even if it is not necessary to place a suspension handle in the center of the vehicle body, it is necessary to place a suspension rod over the entire width in the sleeper direction as long as the method is applied. Time constraints become large.
The present invention has been made in view of the above-described problems, and an object of the present invention is to provide a railway vehicle body that effectively improves the rigidity of the vehicle body with a simple and small-scale configuration.

上述した課題を解決するため、本発明の鉄道車両用車体は、屋根構、側構、及び、床構を有する鉄道車両用車体であって、前記屋根構から下方へ突き出して形成された吊手棒受と、前記吊手棒受の下端部に支持され車両の前後方向にほぼ沿って延びた吊手棒と、前記側構の上部と前記吊手棒受とを連結する側構連結部材とを備えることを特徴とする。
本発明によれば、吊手棒受及び側構連結部材が屋根構と側構との相対角度変化を拘束する効果、及び、屋根構、側構の面外変形を拘束する効果の少なくとも一方が得られることによって車体の剛性が向上する。これによって、振動抑制による乗り心地改善や衝突安全性の向上を図ることができる。また、このような側構連結部材は、設計済の新造車あるいは現在運用中の既存の車体にも小規模な設計変更や改修によって適用することができ、汎用性、実用性が高い。
なお、本発明において、吊手受棒は屋根構から直接突き出したものに限らず、例えば灯具受等の他部品を介して屋根構に取り付けられたものも含むものとする。 In order to solve the above-described problems, a railway vehicle body according to the present invention is a railway vehicle body having a roof structure, a side structure, and a floor structure, and is formed by protruding downward from the roof structure. A rod support, a suspension rod supported by a lower end portion of the suspension rod support and extending substantially along the front-rear direction of the vehicle, and a side structure connecting member for connecting the upper portion of the side structure and the suspension rod support It is characterized by providing.
According to the present invention, at least one of the effect of restraining the relative angle change between the roof structure and the side structure and the effect of restraining the out-of-plane deformation of the roof structure and the side structure by the suspension bar holder and the side structure connecting member is As a result, the rigidity of the vehicle body is improved. As a result, it is possible to improve riding comfort and improve collision safety by suppressing vibration. Further, such a side structure connecting member can be applied to a designed new vehicle or an existing vehicle body currently in operation by a small design change or modification, and is highly versatile and practical.
In the present invention, the suspension bar is not limited to the one directly protruding from the roof structure, but includes one attached to the roof structure via other parts such as a lamp holder.

また、本発明の鉄道車両用車体は、屋根構、側構、及び、床構を有する鉄道車両用車体であって、前記屋根構から下方へ突き出して形成された吊手棒受と、前記吊手棒受の下端部に支持され車両の前後方向にほぼ沿って延びた吊手棒と、前記側構の上部と前記吊手棒とを連結する側構連結部材とを備えることを特徴とする。
本発明においても、吊手棒受と側構連結部材とが吊手棒を介して連結されることによって、上述した発明と実質的に同様の効果を得ることができる。 The railway vehicle body according to the present invention is a railway vehicle body having a roof structure, a side structure, and a floor structure, the suspension bar holder formed by protruding downward from the roof structure, and the suspension A suspension bar supported by the lower end of the hand bar holder and extending substantially along the longitudinal direction of the vehicle, and a side structure connecting member for connecting the upper part of the side structure and the suspension bar. .
Also in the present invention, the effect similar to that of the above-described invention can be obtained by connecting the suspension bar support and the side structure connecting member via the suspension bar.

本発明において、前記吊手棒は枕木方向に離間して複数設けられ、複数の前記吊手棒の間を連結するとともに枕木方向にほぼ沿って延びた吊手棒連結部材を備えることを特徴とする。
これによれば、左右の吊手棒を連結することによって、車体剛性をさらに向上することができる。
この場合、前記側構連結部材と前記吊手棒連結部材とを車両前後方向にオフセットして配置した構成としてもよい。
これによれば、側構連結部材、吊手棒連結部材それぞれの車両前後方向位置を、車内のデザインや使い勝手等を考慮して最適に設定することができる。
また、前記側構連結部材と前記吊手棒連結部材とを車両前後方向におけるほぼ同じ位置に配置した構成としてもよい。
これによれば、側構連結部材と吊手棒連結部材との間で直接的に荷重伝達が行えることから、車体の剛性向上効果が向上する。
In the present invention, the hanger bars provided with a plurality spaced apart in the sleeper direction, and characterized in that it comprises a hanger rod connecting member extending substantially along the sleepers direction while connecting the plurality of hanger rods To do.
According to this, the rigidity of the vehicle body can be further improved by connecting the left and right suspension bars.
In this case, it is good also as a structure which has offset and arrange | positioned the said side structure connection member and the said suspension bar connection member in the vehicle front-back direction.
According to this, the vehicle front-rear direction position of each of the side structure connecting member and the suspension bar connecting member can be optimally set in consideration of the design in the vehicle and ease of use.
Moreover, it is good also as a structure which has arrange | positioned the said side structure connection member and the said suspension bar connection member in the substantially the same position in the vehicle front-back direction.
According to this, since the load can be transmitted directly between the side structure connecting member and the suspension bar connecting member, the effect of improving the rigidity of the vehicle body is improved.

本発明において、前記側構連結部材の前記側構側の端部は、側構に沿って延びた柱状部材に接続されることを特徴とする。
これによれば、側構連結部材を側構の高剛性な部分である柱状部材に接続することによって、側構連結部材と側構との間の荷重伝達を効率よく行うことができる。
この場合、前記柱状部材は戸袋に沿って上下方向に延びた戸袋柱である構成とすることができる。
また、この場合、前記側構連結部材の前記側構側の端部は、前記柱状部材と該柱状部材に隣接する内装材との間にわたして設けられた接続部材を介して前記柱状部材に接続される構成とすることができる。
これによれば、柱状部材の車室内側に、この柱状部材に対して間隔を隔てた状態で内装部材が設けられる場合であっても側構連結部材を接続することができる。 In the present invention, an end of the side structure connecting member on the side structure side is connected to a columnar member extending along the side structure .
According to this, the load transmission between the side structure connecting member and the side structure can be efficiently performed by connecting the side structure connecting member to the columnar member which is a highly rigid portion of the side structure.
In this case, the said columnar member can be set as the structure which is a door pocket pillar extended in the up-down direction along the door pocket.
Further, in this case, the side structure side end portion of the side structure connecting member is connected to the columnar member via a connecting member provided between the columnar member and the interior material adjacent to the columnar member. It can be set as the structure connected.
According to this, the side structure connecting member can be connected even when the interior member is provided on the vehicle interior side of the columnar member in a state of being spaced from the columnar member.

以上のように、本発明によれば、簡素かつ小規模な構成によって車体の剛性を効果的に向上した鉄道車両用車体を提供することができる。   As described above, according to the present invention, it is possible to provide a railway vehicle body that effectively improves the rigidity of the vehicle body with a simple and small-scale configuration.

本発明を適用した鉄道車両用車体の第１実施形態の模式的横断面図である。1 is a schematic cross-sectional view of a first embodiment of a railway vehicle body to which the present invention is applied. 第１実施形態の鉄道車両用車体の斜視断面図である。1 is a perspective sectional view of a railway vehicle body according to a first embodiment. 第１実施形態の鉄道用車体の断面図であって、図３（ａ）は車体上部を左右中心線で切って見た側面視図であり、図３（ｂ）は図３（ａ）のｂ−ｂ部矢視図である。FIG. 3A is a cross-sectional view of a railway vehicle body according to the first embodiment, and FIG. 3A is a side view of the upper part of the vehicle body cut along a left-right center line, and FIG. 3B is a cross-sectional view of FIG. It is a bb part arrow directional view. 図３のIV−IV部矢視断面図である。FIG. 4 is a cross-sectional view taken along the line IV-IV in FIG. 3. 本発明を適用した鉄道車両用車体の第２実施形態の模式的横断面図である。It is a typical cross-sectional view of 2nd Embodiment of the vehicle body for railway vehicles to which this invention is applied. 第２実施形態の鉄道車両用車体の斜視断面図である。It is a perspective sectional view of the railcar body of a second embodiment. 第２実施形態の鉄道用車体の断面図であって、図７（ａ）は車体上部を左右中心線で切って見た側面視図であり、図７（ｂ）は図７（ａ）のｂ−ｂ部矢視図である。FIG. 7A is a cross-sectional view of a railway vehicle body according to a second embodiment, and FIG. 7A is a side view of the upper part of the vehicle body cut along a left-right center line, and FIG. 7B is a cross-sectional view of FIG. It is a bb part arrow directional view. 図７のVIII−VIII部矢視断面図である。It is a VIII-VIII section arrow sectional view of Drawing 7. 本発明を適用した鉄道車両用車体の第３実施形態の模式的横断面図である。It is a typical cross-sectional view of 3rd Embodiment of the vehicle body for railway vehicles to which this invention is applied. 第３実施形態の鉄道用車体の断面図であって、図１０（ａ）は車体上部を左右中心線で切って見た側面視図であり、図１０（ｂ）は図１０（ａ）のｂ−ｂ部矢視図である。FIG. 10A is a cross-sectional view of a railway vehicle body according to a third embodiment. FIG. 10A is a side view of the upper part of the vehicle body taken along the left-right center line, and FIG. 10B is a cross-sectional view of FIG. It is a bb part arrow directional view. 本発明を適用した鉄道車両用車体の第４実施形態の模式的拡大断面図であって、図４に相当する断面を示すものである。It is a typical expanded sectional view of 4th Embodiment of the vehicle body for rail vehicles to which this invention is applied, Comprising: The cross section equivalent to FIG. 4 is shown. 本発明を適用した鉄道車両用車体の第５実施形態の模式的拡大断面図であって、図４に相当する断面を示すものである。FIG. 10 is a schematic enlarged cross-sectional view of a fifth embodiment of a railway vehicle body to which the present invention is applied, and shows a cross-section corresponding to FIG. 4. 本発明を適用した鉄道車両用車体の第６実施形態の斜視断面図である。It is a perspective sectional view of a sixth embodiment of a railway vehicle body to which the present invention is applied. 図１３のXIV−XIV部矢視断面図である。It is XIV-XIV part arrow sectional drawing of FIG.

以下、図面を参照しつつ、本発明の第１乃至第６実施形態に係る鉄道車両用車体について説明する。
なお、以下の説明では、レールの長手方向（車両の進行方向）を前後方向、軌道面におけるレール長手方向と直角をなす方向を横方向（枕木方向）、軌道面に垂直な方向を上下方向と称する。 Hereinafter, a railway vehicle body according to first to sixth embodiments of the present invention will be described with reference to the drawings.
In the following description, the longitudinal direction of the rail (traveling direction of the vehicle) is the front-rear direction, the direction perpendicular to the rail longitudinal direction on the track surface is the horizontal direction (sleeper direction), and the direction perpendicular to the track surface is the vertical direction. Called.

＜第１実施形態＞
第１実施形態の鉄道車両用車体（以下単に「車体」と称する）１は、例えば片側４ドアの通勤型電車のステンレス鋼製車体である。
車体１は、屋根構１０、側構２０、床構３０及び妻構９０（図３参照）を有するほぼ六面体状に形成されている。 <First Embodiment>
A railway vehicle body (hereinafter simply referred to as “body”) 1 according to the first embodiment is a stainless steel body of a commuter train with four doors on one side, for example.
The vehicle body 1 is formed in a substantially hexahedron shape having a roof structure 10, a side structure 20, a floor structure 30, and a wife structure 90 (see FIG. 3).

屋根構１０は、屋根外板１１及び垂木１２を有して構成される。
屋根外板１１は、車体１の外表面部となる波形形状の部材である（波形部分の図示は省略）。屋根外板１１は、車体１の横断面における形状が、上方が凸となる円弧状に湾曲して形成されている。
垂木１２は、車幅方向にほぼ沿って伸びた梁状の部材である。垂木１２は、屋根外板１１の下面に沿って配置され、屋根外板１１に対して例えばスポット溶接、レーザ溶接等により複数個所で固定されている。垂木１２は、車体１の前後方向に分散して複数設けられている。 The roof structure 10 includes a roof skin 11 and a rafter 12.
The roof skin 11 is a corrugated member that serves as the outer surface of the vehicle body 1 (illustration of the corrugated portion is omitted). The roof outer plate 11 is formed such that the shape of the cross section of the vehicle body 1 is curved in a circular arc shape having a convex upper part.
The rafter 12 is a beam-like member extending substantially along the vehicle width direction. The rafters 12 are arranged along the lower surface of the roof skin 11 and are fixed to the roof skin 11 at a plurality of locations by spot welding, laser welding, or the like. A plurality of rafters 12 are provided dispersed in the front-rear direction of the vehicle body 1.

側構２０は、車体１の左右両側面部を構成する部分であって、図２等に示すように、外板２１、ドア開口２２、窓開口２３等を有して構成されている。
また、側構２０の上端部でありかつ屋根構１０の左右側端部には、幕板受２０ａが設けられている。
幕板受２０ａは、屋根外板１１の車幅方向両端部における下面部にそれぞれ接合され、車体１の長手方向に伸びた部材である。
外板２１は、車体１の外表面部となる板状の部材である。外板２１の上端部及び下端部は、屋根構１０及び床構３０の車幅方向における両端部とそれぞれ接合されている。
ドア開口２２は、旅客乗降用の図示しないドアが開閉可能に設けられる部分である。ドア開口２２は、車体１の一方の側面に例えば４つがほぼ等間隔に分散して設けられている。
窓開口２３は、隣接する一対のドア開口２２の中間部等に設けられている。 The side structure 20 is a portion that constitutes the left and right side surfaces of the vehicle body 1 and includes an outer plate 21, a door opening 22, a window opening 23, and the like, as shown in FIG.
Further, a curtain plate receiver 20 a is provided at the upper end portion of the side structure 20 and at the left and right end portions of the roof structure 10.
The curtain plate receiver 20 a is a member that is joined to the lower surface portions at both ends in the vehicle width direction of the roof outer plate 11 and extends in the longitudinal direction of the vehicle body 1.
The outer plate 21 is a plate-like member that becomes the outer surface portion of the vehicle body 1. The upper end and the lower end of the outer plate 21 are joined to both ends of the roof structure 10 and the floor structure 30 in the vehicle width direction, respectively.
The door opening 22 is a portion where a door (not shown) for passenger boarding / exiting can be opened and closed. For example, four door openings 22 are provided on one side surface of the vehicle body 1 at almost equal intervals.
The window opening 23 is provided at an intermediate portion or the like of a pair of adjacent door openings 22.

戸袋内柱２４及び戸尻柱２５は、ドア開口２２の両側にそれぞれ設けられドアを収容する戸袋に備えられる部材である。戸袋内柱２４は、戸袋の入口側に設けられ、戸尻柱２５はその反対側（ドア開口２２から遠い側）に設けられる。戸袋内柱２４及び戸尻柱２５は、鉛直方向にほぼ沿って伸びて形成され、その下端部は床構３０の車幅方向における端部と隣接して配置されている。また、戸袋内柱２４及び戸尻柱２５の上部には傾斜部２４ａ、２５ａが設けられている。傾斜部２４ａ、２５ａは、上端部が下端部に対して枕木方向中央側となるように内傾している。傾斜部２４ａ、２５ａは、幕板受２０ａと隣接して配置され、その上端部が幕板受２０ａに固定されている。戸袋内柱２４及び戸尻柱２５は、一つの戸袋につき１本ずつが平行に設けられている。   The door pocket pillars 24 and the door bottom pillars 25 are members provided in door pockets that are provided on both sides of the door opening 22 and accommodate the doors. The door pocket pillar 24 is provided on the entrance side of the door pocket, and the door bottom pillar 25 is provided on the opposite side (the side far from the door opening 22). The door pocket inner pillar 24 and the door bottom pillar 25 are formed so as to extend substantially along the vertical direction, and the lower ends thereof are disposed adjacent to the ends of the floor structure 30 in the vehicle width direction. In addition, inclined portions 24 a and 25 a are provided on the upper portions of the door pocket pillar 24 and the door bottom pillar 25. The inclined portions 24a and 25a are inclined inward so that the upper end portion is on the center side in the sleeper direction with respect to the lower end portion. The inclined portions 24a and 25a are disposed adjacent to the curtain plate receiver 20a, and the upper ends thereof are fixed to the curtain plate receiver 20a. One door pocket pillar 24 and one door bottom pillar 25 are provided in parallel for each door pocket.

また、窓開口２３の上部には、上下方向に延びた柱状部材２６が設けられている。柱状部材２６は、例えばいわゆるハット形の横断面形状を有するパネルを、側構２０の内面にスポット溶接等で固定することによって形成されている。   A columnar member 26 extending in the vertical direction is provided on the upper portion of the window opening 23. The columnar member 26 is formed, for example, by fixing a panel having a so-called hat-shaped cross-sectional shape to the inner surface of the side structure 20 by spot welding or the like.

床構３０は、車体１の床面部を構成する部分であって、図示しない側梁、横梁、枕梁等によって構成されるフレームの上面部に床板を固定して構成されている。   The floor structure 30 is a portion that constitutes a floor surface portion of the vehicle body 1, and is configured by fixing a floor plate to an upper surface portion of a frame that is constituted by a side beam, a lateral beam, a pillow beam, and the like (not shown).

また、車体１はさらに灯具受け４０、前後吊手棒５０、吊手棒受６０、横吊手棒７１，７２を備えている。
灯具受け４０は、車室内を照明する図示しない照明機器が装着される灯具支持部材であって、車体１の前後方向に延びた矩形断面の梁状に形成されている。灯具受け４０は、車幅方向に離間して例えば一対が設けられ、屋根構１０の車幅方向中央部における下面に装着されている。また、灯具受け４０は、車体１の前後方向におけるほぼ全長にわたって形成されている。
左右の灯具受け４０の間には、空調用のダクトＤ（図１、図４参照。図２、図３では図示を省略）が配置されている。 The vehicle body 1 further includes a lamp receiver 40, a front / rear suspension bar 50, a suspension bar receiver 60, and lateral suspension bars 71 and 72.
The lamp receiver 40 is a lamp support member on which a lighting device (not shown) that illuminates the vehicle interior is mounted, and is formed in a rectangular cross-section extending in the front-rear direction of the vehicle body 1. For example, a pair of lamp receivers 40 are provided apart from each other in the vehicle width direction, and are mounted on the lower surface of the roof structure 10 at the center in the vehicle width direction. The lamp receiver 40 is formed over substantially the entire length of the vehicle body 1 in the front-rear direction.
An air conditioning duct D (see FIGS. 1 and 4; not shown in FIGS. 2 and 3) is disposed between the left and right lamp receivers 40.

前後吊手棒５０は、車両の前後方向に延びて配置された丸パイプ状の部材であって、吊手Ｓ（図４参照）が取り付けられるものである。前後吊手棒５０は、車幅方向に間隔を隔てて例えば２本が並行して設けられている。左右の前後吊手棒５０は、左右の灯具受け４０の下方にそれぞれ配置されている。
また、左右の前後吊手棒５０は、図３（ｂ）に示すように、横吊手棒７１，７２によって、相互に連結されている。 The front / rear suspension hand bar 50 is a round pipe-shaped member arranged extending in the front / rear direction of the vehicle, and is attached with a suspension hand S (see FIG. 4). For example, two front and rear hanging hand bars 50 are provided in parallel with a gap in the vehicle width direction. The left and right front and rear hanging hand bars 50 are respectively disposed below the left and right lamp holders 40.
Further, the left and right front and rear hanging hand bars 50 are connected to each other by horizontal hanging hand bars 71 and 72 as shown in FIG.

吊手棒受６０は、灯具受け４０と前後吊手棒５０とを連結し、前後吊手棒５０を吊り下げて支持する支柱状の部材である。吊手棒受６０の上端部は、灯具受け４０の下面に固定されている。また、吊手棒受６０の下端部には、前後吊手棒５０が固定されている。
吊手棒受６０は、前後吊手棒５０の両端部及び中間部に配置されている。中間部の吊手棒受６０は、例えば、車両前後方向における位置がドア開口２２の両端部近傍に配置されている。 The suspension bar receiver 60 is a columnar member that connects the lamp receiver 40 and the front and rear suspension bar 50 and suspends and supports the front and rear suspension bar 50. The upper end portion of the hanging rod receiver 60 is fixed to the lower surface of the lamp receiver 40. A front / rear suspension hand bar 50 is fixed to the lower end portion of the suspension bar receiver 60.
The suspension bar receiver 60 is disposed at both ends and an intermediate part of the front and rear suspension bar 50. For example, the position of the intermediate portion suspension bar receiver 60 in the vehicle front-rear direction is disposed in the vicinity of both ends of the door opening 22.

横吊手棒７１，７２は、横方向に直線状に延びて配置された丸パイプ状の部材であって、左右の前後吊手棒５０を連結するとともに、吊手Ｓが取り付けられるものである。
横吊手棒７１の両端部は、左右の吊手棒受６０の下端部近傍にそれぞれ固定されている。
横吊手棒７２の両端部は、前後の吊手棒受６０の中間部において、前後吊手棒５０にＴ字ジョイントを介して固定されている。Ｔ字ジョイントは、前後吊手棒５０が挿入される円筒の外周面から、横吊手棒７２の端部が挿入される円筒を径方向に立設したものである。 The horizontal hanging rods 71 and 72 are round pipe-like members arranged linearly in the lateral direction, and connect the left and right front and rear hanging rods 50 to which the hanging hand S is attached. .
Both end portions of the horizontal hanging rod 71 are fixed in the vicinity of the lower ends of the left and right hanging rod receivers 60, respectively.
Both end portions of the horizontal suspension rod 72 are fixed to the front and rear suspension rod 50 through T-joints in the middle portion of the front and rear suspension rod receivers 60. The T-joint is a cylinder in which the end of the horizontal suspension bar 72 is inserted in the radial direction from the outer peripheral surface of the cylinder in which the front and rear suspension bar 50 is inserted.

妻構９０は、車体１の前後方向における両端部に設けられ、妻面を構成するものである。   The wife structure 90 is provided at both ends in the front-rear direction of the vehicle body 1 and constitutes a wife surface.

また、車体１は、以下説明する側構連結部材１００が備えられている。
側構連結部材１００は、例えば鋼等の丸パイプ材によって形成され、横方向にほぼ沿って延びるとともに、前後吊手棒５０と側構２０の上部とを連結するものである。
図４等に示すように、側構連結部材１００の吊手棒５０側の端部は、Ｔ字ジョイントＪを介して前後吊手棒５０に連結されている。また、側構連結部材１００の側構２０側の端部は、戸袋内柱２４の傾斜部２４ａの上端部近傍に、例えば図示しないジョイントを介して、ボルト−ナット等で固定されている。 The vehicle body 1 is provided with a side structure connecting member 100 described below.
The side structure connecting member 100 is formed of, for example, a round pipe material such as steel, and extends substantially along the horizontal direction, and connects the front and rear suspension hand bars 50 and the upper part of the side structure 20.
As shown in FIG. 4 and the like, the end portion of the side structure connecting member 100 on the side of the suspension bar 50 is coupled to the front and rear suspension bar 50 via a T-shaped joint J. Further, the end portion of the side structure connecting member 100 on the side structure 20 side is fixed to the vicinity of the upper end portion of the inclined portion 24a of the door column 24 with a bolt-nut or the like via a joint (not shown).

図４に示すように、側構連結部材１００は、吊手棒側端部１０１、側構側端部１０２、中間部１０３を備えている。側構連結部材１００は、一本の丸パイプを曲げ加工することによってこれらの各部を形成し、Ｓ字上に屈曲して一体に成形されている。
吊手棒側端部１０１は、吊手棒５０から枕木方向外側に延びた部分であり、水平ないしは外側がやや持ち上がるように緩やかに傾斜している。
側構側端部１０２は、図４に二点鎖線で図示する棚Ｒの傾斜に沿って、枕木方向内側が外側に対して高くなるように傾斜している。
中間部１０３は、吊手棒側端部１０１と側構側端部１０２とを連結する部分であって、側構側端部１０２側のほうが高くなるように傾斜している。
このような側構連結部材１００の形状は、例えば、上述した棚Ｒとの干渉を避けることを考慮して設定される。
また、図３に示すように、側構連結部材１００は、上方から見た平面形はほぼ直線状とされ、枕木方向に沿って配置されている。 As shown in FIG. 4, the side structure connecting member 100 includes a suspension bar side end portion 101, a side structure side end portion 102, and an intermediate portion 103. The side structure connecting member 100 is formed integrally by bending each of the round pipes to form each of these parts and bending the S-shaped part.
The suspension bar side end portion 101 is a portion extending outward from the suspension rod 50 in the sleeper direction, and is inclined gently so that the horizontal or the outside is slightly lifted.
The side construction side end portion 102 is inclined along the inclination of the shelf R illustrated by a two-dot chain line in FIG. 4 so that the inner side in the sleeper direction is higher than the outer side.
The intermediate portion 103 is a portion that connects the suspension bar side end portion 101 and the side construction side end portion 102, and is inclined so that the side construction side end portion 102 side is higher.
Such a shape of the side structure connecting member 100 is set in consideration of, for example, avoiding the interference with the shelf R described above.
Moreover, as shown in FIG. 3, the side structure connection member 100 is substantially straight when viewed from above, and is arranged along the sleeper direction.

以上説明した第１実施形態によれば、吊手棒受６０によって屋根構１０に固定された前後吊手棒５０と、側構２０の戸袋内柱２４とを連結することによって、屋根構１０−灯具受４０−吊手棒受６０−前後吊手棒５０−側構連結部材１００−戸袋内柱２４−幕板受２０ａ−屋根構１０が順次連結され、屋根構１０と側構２０との相対角度変化を拘束するトラス構造類似の構造体が形成される。また、このような構造体は、屋根構１０及び側構２０の面外変形を拘束する効果も有する。これによって、車体１の剛性が向上し、振動の抑制による乗り心地の改善や衝突安全性の向上を図ることができる。
ここで、側構連結部材１００以外の各要素は、一般的な鉄道車両用車体であれば通常設けられているものであることから、第１実施形態においては、簡素な構成の側構連結部材１００を設けることによって、上述した効果を得ることができ、既存の車両であっても小規模な設計変更、施工等によって、車両の質量、コストをほとんど増加させることなく効果的に車体剛性を向上することができる。 According to the first embodiment described above, by connecting the front and rear suspension hand bars 50 fixed to the roof structure 10 by the suspension hand receiver 60 and the door pocket pillar 24 of the side structure 20, the roof structure 10- The lamp receiver 40 -the suspension bar receiver 60 -the front and rear suspension hand bars 50 -the side structure connecting member 100 -the door column 24 -the curtain plate receiver 20a -the roof structure 10 are sequentially connected, and the roof structure 10 and the side structure 20 are relative to each other. A structure similar to the truss structure that constrains the change in angle is formed. Such a structure also has an effect of restraining out-of-plane deformation of the roof structure 10 and the side structure 20. As a result, the rigidity of the vehicle body 1 is improved, and it is possible to improve riding comfort and improve collision safety by suppressing vibration.
Here, since each element other than the side structure connecting member 100 is normally provided in the case of a general railway vehicle body, in the first embodiment, the side structure connecting member having a simple configuration is used. By providing 100, the above-described effects can be obtained, and even with existing vehicles, vehicle body rigidity can be effectively improved with little design change, construction, etc., with little increase in vehicle mass and cost. can do.

＜第２実施形態＞
次に、本発明を適用した鉄道車両用車体の第２実施形態について説明する。なお、以下説明する各実施形態において、従前の実施形態と実質的に同様の箇所については同じ符号を付して説明を省略し、主に相違点について説明する。 Second Embodiment
Next, a second embodiment of a railway vehicle body to which the present invention is applied will be described. Note that, in each embodiment described below, portions that are substantially the same as those of the previous embodiment are denoted by the same reference numerals, description thereof is omitted, and differences are mainly described.

第２実施形態の車体１Ｂは、図７に示すように前後吊手棒５０の両端部を除いた吊手棒受６０の車両前後方向における位置を、戸袋内柱２４と揃えて配置し、側構連結部材１００の枕木方向内側における端部を、吊手棒受け６０の下端部近傍に直接結合したものである。   As shown in FIG. 7, the vehicle body 1 </ b> B according to the second embodiment arranges the position of the suspension bar receiver 60 in the vehicle front-rear direction excluding both ends of the front and rear suspension bar 50 so as to be aligned with the column 24 in the door pocket. The end of the structural connecting member 100 on the inner side in the sleeper direction is directly coupled to the vicinity of the lower end of the suspension bar receiver 60.

図８に示すように、側構連結部材１００の吊手棒側端部１０１は、第２実施形態においては、ほぼ水平に配置され、吊手棒受６０側の端部は、吊手棒受６０に設けられた図示しない係合穴部に挿入された状態で吊手棒受６０に固定されている。
以上説明した第２実施形態によれば、上述した第１実施形態の効果と同様の効果に加えて、側構連結部材１００からの入力が前後吊手棒５０を経由せず直接吊手棒受６０に入力されることによって、車体の剛性をよりいっそう効果的に向上することができる。 As shown in FIG. 8, the suspension bar side end 101 of the side structure connecting member 100 is disposed substantially horizontally in the second embodiment, and the end on the suspension bar receiver 60 side is the suspension bar receiver. In the state inserted in the engagement hole part which is provided in 60 and which is not shown in figure, it is being fixed to the suspension bar holder 60. FIG.
According to the second embodiment described above, in addition to the effects similar to the effects of the first embodiment described above, the input from the side structure connecting member 100 does not pass through the front and rear suspension hand bars 50 but directly By inputting the value to 60, the rigidity of the vehicle body can be more effectively improved.

＜第３実施形態＞
次に、本発明を適用した鉄道車両用車体の第３実施形態について説明する。
図９、図１０に示すように、第３実施形態の車体１Ｃは、第１実施形態の車体１における横吊手棒７１，７２を設けていないものである。
第３実施形態のように横吊手棒７１，７２を設けない場合であっても、側構連結部材１００を設けることによって、屋根構１０と側構２０との角度変化を拘束することができ、第１実施形態と実質的に同様の効果を得ることができる。また、車内の通路部分に吊手棒を設けないことによって、通路上の乗客の行き来を妨げずかつ開放感を向上することができる。 <Third Embodiment>
Next, a third embodiment of a railway vehicle body to which the present invention is applied will be described.
As shown in FIGS. 9 and 10, the vehicle body 1 </ b> C of the third embodiment does not include the laterally suspended hand bars 71 and 72 in the vehicle body 1 of the first embodiment.
Even in the case where the horizontal hanging hand bars 71 and 72 are not provided as in the third embodiment, the angle change between the roof structure 10 and the side structure 20 can be restrained by providing the side structure connecting member 100. The substantially same effect as the first embodiment can be obtained. In addition, by not providing the suspension bar in the passage portion in the vehicle, it is possible to improve the feeling of opening without hindering the passengers on the passage.

＜第４実施形態＞
次に、本発明を適用した鉄道車両用車体の第４実施形態について説明する。
図１１に示すように、第４実施形態の車体１Ｄは、第１実施形態の側構連結部材１００に代えて、以下説明する側構連結部材１００Ｄを備えている。
側構連結部材１００Ｄは、枕木方向に沿って直線状に延びた丸パイプ状の部材である。側構連結部材１００Ｄの吊手棒５０側の端部は、Ｔ字ジョイントＪを介して吊手棒５０に接続されている。また、側構連結部材１００Ｄの側構２０側の端部は、戸袋内柱２４における傾斜部２４ａまたは非傾斜部の上端部に接続されている。
以上説明した第４実施形態によれば、上述した第１実施形態の効果と同様の効果に加え、側構連結部材１００Ｄの曲げ加工を行う必要がないので、施工に要する工数及びコストを低減することができる。また、側構連結部材１００Ｄに吊手を設けて、これを吊手棒として活用することもできる。 <Fourth embodiment>
Next, a fourth embodiment of a railway vehicle body to which the present invention is applied will be described.
As shown in FIG. 11, the vehicle body 1D of the fourth embodiment includes a side structure connecting member 100D described below instead of the side structure connecting member 100 of the first embodiment.
The side structure connecting member 100D is a round pipe-like member extending linearly along the sleeper direction. An end portion of the side structure connecting member 100D on the side of the suspension bar 50 is connected to the suspension bar 50 through a T-shaped joint J. Further, the end portion of the side structure connecting member 100D on the side structure 20 side is connected to the upper end portion of the inclined portion 24a or the non-inclined portion in the door pocket inner pillar 24.
According to the fourth embodiment described above, in addition to the effects similar to the effects of the first embodiment described above, it is not necessary to bend the side structure connecting member 100D, thereby reducing the man-hours and costs required for the construction. be able to. Moreover, a suspension can be provided in the side structure connection member 100D, and this can be utilized as a suspension rod.

＜第５実施形態＞
次に、本発明を適用した鉄道車両用車体の第５実施形態について説明する。
図１２に示すように、第５実施形態の車体１Ｅは、第１実施形態の側構連結部材１００に代えて、以下説明する側構連結部材１００Ｅを備えている。
側構連結部材１００Ｅは、丸パイプ状の部材を曲げ加工することによって、吊手棒側端部１０１Ｅ、側構側端部１０２Ｅ、中間部１０３Ｅを一体に形成したものである。 <Fifth Embodiment>
Next, a fifth embodiment of a railway vehicle body to which the present invention is applied will be described.
As shown in FIG. 12, the vehicle body 1E of the fifth embodiment includes a side structure connecting member 100E described below instead of the side structure connecting member 100 of the first embodiment.
The side structure connecting member 100E is formed by bending a round pipe-shaped member to integrally form a suspension bar side end 101E, a side structure side end 102E, and an intermediate part 103E.

吊手棒側端部１０１Ｅは、Ｔ字ジョイントＪを介して前後吊手棒５０に接続され、前後吊手棒５０から側構２０側へ水平に延びている。
側構側端部１０２Ｅは、戸袋内柱２４における傾斜部２４ａよりも下側の非傾斜部における上端部近傍に接続され、ここから前後吊手棒５０側へ水平に延びている。側構側端部１０２Ｅは、吊手棒側端部１０１Ｅよりも低い位置に配置されている。
中間部１０３Ｅは、吊手棒側端部１０１Ｅと側構側端部１０２Ｅとを連結する部分であって、吊手棒側端部１０１Ｅ側が高くなるように傾斜して配置されている。
以上説明した第５実施形態においても、上述した第１実施形態の効果と実質的に同様の効果を得ることができる。 The suspension bar side end portion 101E is connected to the front / rear suspension hand bar 50 through a T-shaped joint J and extends horizontally from the front / rear suspension hand bar 50 to the side structure 20 side.
The side construction side end portion 102E is connected to the vicinity of the upper end portion of the non-inclined portion below the inclined portion 24a of the inner column 24 in the door pocket, and extends horizontally from here to the front / rear hanging hand rod 50 side. The side construction side end portion 102E is disposed at a position lower than the hanging rod side end portion 101E.
The intermediate portion 103E is a portion that connects the suspension rod side end portion 101E and the side construction side end portion 102E, and is disposed so as to be inclined so that the suspension rod side end portion 101E side becomes higher.
Also in the fifth embodiment described above, substantially the same effect as that of the first embodiment described above can be obtained.

＜第６実施形態＞
次に、本発明を適用した鉄道車両用車体の第６実施形態について説明する。
図１３に示すように、第６実施形態の車体１Ｆにおいては、第１実施形態の構成に加えて、側構２０の窓開口２３上部に設けられた柱状部材２６にも側構連結部材１００Ｆを接続している。 <Sixth Embodiment>
Next, a sixth embodiment of a railway vehicle body to which the present invention is applied will be described.
As shown in FIG. 13, in the vehicle body 1 </ b> F of the sixth embodiment, in addition to the configuration of the first embodiment, the side structure connecting member 100 </ b> F is also attached to the columnar member 26 provided at the upper portion of the window opening 23 of the side structure 20. Connected.

側構連結部材１００Ｆは、戸袋内柱２４に接続される側構連結部材１００と実質的に同様の構成を備えている。
一方、図１４に示すように、車室内に露出している戸袋内柱２４と異なり、柱状部材２６は、パネル状の内装材２７（図１３では図示を省略）によってカバーされており、柱状部材２６と内装材２７との間には、間隙が設けられている。
第６実施形態においては、柱状部材２６と内装材２７との間に、これらの間を連結して側構連結部材１００Ｆと柱状部材２６との間の荷重伝達を可能とする接続部材２８が設けられている。
接続部材２８は、水平方向に延びた円柱状の部材の両端部に、外径側へつば状に張り出したフランジ部をそれぞれ形成したものである。このフランジ部は、それぞれ柱状部材２６及び内装材２７に当接した状態で固定される。 The side structure connecting member 100 </ b> F has substantially the same configuration as the side structure connecting member 100 connected to the door pocket pillar 24.
On the other hand, as shown in FIG. 14, the columnar member 26 is covered with a panel-shaped interior material 27 (not shown in FIG. 13), unlike the column 24 in the door pocket exposed in the vehicle interior. A gap is provided between 26 and the interior material 27.
In the sixth embodiment, a connecting member 28 is provided between the columnar member 26 and the interior material 27 to connect these members and transmit the load between the side structure connecting member 100F and the columnar member 26. It has been.
The connecting member 28 is formed by forming flange portions protruding in a flange shape toward the outer diameter side at both ends of a columnar member extending in the horizontal direction. The flange portions are fixed in contact with the columnar member 26 and the interior material 27, respectively.

側構連結部材１００Ｆの側構２０側の端部には、ジョイント２９が設けられている。ジョイント２９は、側構連結部材１００Ｆの端部が挿入される円筒状の部材の側構２０側の端部に、外径側につば状に張り出したフランジ部を形成したものである。
ジョイント２９のフランジ部は、内装材２７を挟んだ状態で、接続部材２８のフランジ部に固定される。
以上説明した第６実施形態によれば、上述した第１実施形態の効果と実質的に同様の効果に加えて、内装材２７によってカバーされた柱状部材２６にも側構連結部材１００Ｆを接続することによって、車体１Ｆの剛性をよりいっそう向上することができる。そして、この接続箇所に接続部材２８を設けたことによって、例えば内装材をカットする等の煩雑な加工を行うことなく側構連結部材１００Ｆを柱状部材２６に強固に接続し、効率よく荷重伝達を行うことができる。 A joint 29 is provided at the end of the side structure connecting member 100F on the side structure 20 side. The joint 29 is formed by forming a flange portion protruding in a flange shape on the outer diameter side at an end portion on the side structure 20 side of a cylindrical member into which an end portion of the side structure connecting member 100F is inserted.
The flange portion of the joint 29 is fixed to the flange portion of the connection member 28 with the interior material 27 sandwiched therebetween.
According to the sixth embodiment described above, in addition to the effect substantially similar to the effect of the first embodiment described above, the side structure connecting member 100F is also connected to the columnar member 26 covered by the interior material 27. As a result, the rigidity of the vehicle body 1F can be further improved. Further, by providing the connection member 28 at this connection location, the side structure connecting member 100F is firmly connected to the columnar member 26 without performing complicated processing such as cutting the interior material, and the load transmission can be efficiently performed. It can be carried out.

（他の実施形態）
なお、本発明は上記した実施形態のみに限定されるものではなく、種々の応用や変形が考えられる。
車体を構成する各部材の形状、材質、製法、構造等は、上述した各実施形態に限定されることなく、適宜変更することができる。例えば、吊手棒及び吊手棒受の本数、配置等は適宜変更することができる。
また、各実施形態では側構連結部材はいずれも丸パイプ状の部材を用いて形成しているが、これに限らず、他の材質や製法としてもよい。例えば、アルミニウム系合金の鋳物や押し出し材等を用いてもよい。また、複数の部材を組み立てて側構連結部材を構成してもよい。さらに、側構連結部材の本数や配置、側構側の接続箇所等も特に限定されない。 (Other embodiments)
In addition, this invention is not limited only to above-described embodiment, Various application and deformation | transformation can be considered.
The shape, material, manufacturing method, structure, and the like of each member constituting the vehicle body are not limited to the above-described embodiments, and can be changed as appropriate. For example, the number and arrangement of the suspension bar and the suspension bar receiver can be changed as appropriate.
In each embodiment, the side structure connecting member is formed using a round pipe-shaped member, but the present invention is not limited to this, and other materials and manufacturing methods may be used. For example, an aluminum alloy casting or an extruded material may be used. Moreover, you may assemble a side structure connection member by assembling a some member. Further, the number and arrangement of the side structure connecting members, the connection positions on the side structure side, and the like are not particularly limited.

１，１Ｂ，１Ｃ，１Ｄ，１Ｅ，１Ｆ 鉄道車両用車体
１０ 屋根構
１１ 屋根外板 １２ 垂木
２０ 側構 ２０ａ 幕板受
２１ 外板 ２２ ドア開口
２３ 窓開口 ２４ 戸袋内柱
２４ａ 傾斜部 ２５ 戸尻柱
２５ａ 傾斜部 ２６ 柱状部材
２７ 内装材 ２８ 接続部材
２９ ジョイント ３０ 床構
４０ 灯具受け ５０ 前後吊手棒
６０ 吊手棒受け ７１，７２ 横吊手棒
９０ 妻構
１００，１００Ｄ，１００Ｅ，１００Ｆ 側構連結部材
１０１，１０１Ｅ 吊手棒側端部
１０２，１０２Ｅ 側構側端部
１０３，１０３Ｅ 中間部
Ｄ ダクト Ｓ 吊手
Ｒ 棚 Ｊ Ｔ字ジョイント 1, 1B, 1C, 1D, 1E, 1F Railcar body 10 Roof structure 11 Roof outer plate 12 Rafter 20 Side structure 20a Curtain plate holder 21 Outer plate 22 Door opening 23 Window opening 24 Door pocket pillar 24a Inclined portion 25 Door bottom Column 25a Inclined portion 26 Column-shaped member 27 Interior material 28 Connection member 29 Joint 30 Floor structure 40 Lamp receiver 50 Front and rear suspension hand bar 60 Suspension bar receiver 71, 72 Horizontal suspension hand bar 90 Wife structure 100, 100D, 100E, 100F Side structure Connecting member 101, 101E Hanger rod side end 102, 102E Side construction side end 103, 103E Intermediate part D Duct S Hanger R Shelf J T-joint

Claims (6)

屋根構、側構、及び、床構を有する鉄道車両用車体であって、
前記屋根構から下方へ突き出して形成された吊手棒受と、
前記吊手棒受の下端部に支持され車両の前後方向にほぼ沿って延びた吊手棒と、
前記側構の上部と前記吊手棒受とを連結する側構連結部材と
を備え、
前記側構連結部材の前記側構側の端部は、側構に沿って延びた柱状部材に接続され、
前記吊手棒は枕木方向に離間して複数設けられ、
複数の前記吊手棒の間を連結するとともに枕木方向にほぼ沿って延びた吊手棒連結部材を備えること
を特徴とする鉄道車両用車体。 A railway vehicle body having a roof structure, a side structure, and a floor structure,
A suspension bar holder formed protruding downward from the roof structure,
A suspension bar supported by the lower end of the suspension bar support and extending substantially along the longitudinal direction of the vehicle;
A side structure connecting member that connects the upper part of the side structure and the suspension bar holder ,
The side structure side end of the side structure connecting member is connected to a columnar member extending along the side structure,
A plurality of the suspension bars are provided apart from each other in the sleeper direction,
A suspension rod coupling member that couples the plurality of suspension rods and extends substantially along the sleeper direction is provided.
A vehicle body for railway vehicles. 屋根構、側構、及び、床構を有する鉄道車両用車体であって、
前記屋根構から下方へ突き出して形成された吊手棒受と、
前記吊手棒受の下端部に支持され車両の前後方向にほぼ沿って延びた吊手棒と、
前記側構の上部と前記吊手棒とを連結する側構連結部材と
を備え、
前記側構連結部材の前記側構側の端部は、側構に沿って延びた柱状部材に接続され、
前記吊手棒は枕木方向に離間して複数設けられ、
複数の前記吊手棒の間を連結するとともに枕木方向にほぼ沿って延びた吊手棒連結部材を備えること
を特徴とする鉄道車両用車体。   A railway vehicle body having a roof structure, a side structure, and a floor structure,
  A suspension bar holder formed protruding downward from the roof structure,
  A suspension bar supported by the lower end of the suspension bar support and extending substantially along the longitudinal direction of the vehicle;
  A side structure connecting member for connecting the upper part of the side structure and the suspension bar;
  With,
The side structure side end of the side structure connecting member is connected to a columnar member extending along the side structure,
A plurality of the suspension bars are provided apart from each other in the sleeper direction,
A suspension rod coupling member that couples the plurality of suspension rods and extends substantially along the sleeper direction is provided.
A vehicle body for railway vehicles. 前記側構連結部材と前記吊手棒連結部材とを車両前後方向にオフセットして配置したこと
を特徴とする請求項１又は請求項２に記載の鉄道車両用車体。 The vehicle body for a railway vehicle according to claim 1 or 2 , wherein the side structure connecting member and the suspension bar connecting member are arranged offset in the vehicle front-rear direction. 前記側構連結部材と前記吊手棒連結部材とを車両前後方向におけるほぼ同じ位置に配置したこと
を特徴とする請求項１又は請求項２に記載の鉄道車両用車体。 The vehicle body for a railway vehicle according to claim 1 or 2 , wherein the side structure connecting member and the suspension bar connecting member are arranged at substantially the same position in the vehicle front-rear direction. 前記柱状部材は戸袋に沿って上下方向に延びた戸袋柱であること
を特徴とする請求項１から請求項４までのいずれか１項に記載の鉄道車両用車体。 The vehicle body for a railway vehicle according to any one of claims 1 to 4, wherein the columnar member is a door column extending in a vertical direction along the door pocket. 前記側構連結部材の前記側構側の端部は、前記柱状部材と該柱状部材に隣接する内装材との間にわたして設けられた接続部材を介して前記柱状部材に接続されること
を特徴とする請求項１から請求項５までのいずれか１項に記載の鉄道車両用車体。
The side structure side end of the side structure connecting member is connected to the columnar member via a connecting member provided between the columnar member and an interior material adjacent to the columnar member. The railway vehicle body according to any one of claims 1 to 5, wherein the vehicle body is a railway vehicle body.
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