JP2001071900A - Interior noise reduction apparatus for railway rolling stock - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an apparatus capable of reducing intrior noises by reducing vibrational energy of solid born sound generated from a running gear without changing a mechanism and a structure of power transmission of the running gear, or an attenuation factor of an elastic material. SOLUTION: A coupling portion of a car body coupled to a running gear is provided with a dynamic damper including a rubber pad and a damping mass 14 in order to reduce an amplitude ratio of resonance of solid born sound generated from the running gear. Alternatively, the coupling portion of the vehicle body coupled to the running gear is provided with a vibration exciter 17 having an acceleration sensor 16 and the damping mass 14. Moreover, a controller 22 is provided for operating excitation force necessary for reducing vibrational energy of the solid born sound generated from the running gear in accordance with vibrational acceleration from the acceleration sensor 16 so as to command the vibration exciter 17.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a device for reducing noise transmitted from a traveling device of a railway vehicle to a vehicle interior.

[0002]

2. Description of the Related Art The room noise of a railway vehicle includes a vehicle body transmitted sound from a noise source outside the vehicle body such as an aerodynamic noise, and a solid-borne sound from a noise source such as a device fixed to the vehicle body or a traveling device.
Conventionally, as a means of reducing indoor noise, sound insulation or vibration damping is applied to the vehicle body for sound transmitted through the vehicle body to provide vibration insulation or vibration attenuation. In addition to lowering it, damping materials are attached to the equipment support.

[0003]

As shown in FIG. 1, a bogie, which is a traveling device of a railway vehicle, comprises a wheel 1, an axle 2, a bogie frame 3, a yaw damper 4, and a traction link 5,
Most of the solid-borne noise generated by the wheel 1, the axle 2, the bogie frame 3, and the equipment fixed thereto is transmitted to the vehicle body via the traction link 5 or the yaw damper 4. For example, as shown in FIG. 2, the solid-borne sound passing through the traction link 5 is radiated as sound from the vehicle body floor 7 to the room through the traction link receiver 9.

FIG. 3 shows an equivalent characteristic of a system in which the sound propagating through the traction link 5 is radiated as sound from the floor 7 of the vehicle body. Sound, XO is the vibration amplitude in SO, m1 is the mass of the traction link 5, X1 is the vibration amplitude in m1, k1 is the rigidity of the rubber bush 10 at the end of the traction link 5, C1 is the damping coefficient of the rubber bush 10, m2 is Tow link receiver 9
, X2 is the vibration amplitude at m2, k2 is the rigidity of the vehicle body floor 7 fixed to the traction link receiver 9, and C2 is the damping coefficient of the vehicle body floor 7 to which the traction link receiver 9 is fixed.

[0005] Traction link 5 for transmitting driving force and braking force
It is necessary to reduce the deflection of the rubber bush 10 at the end thereof, so that it is necessary to increase the rigidity in the direction perpendicular to the axis. Can not be higher. Accordingly, as shown in FIG. 4, the amplitude ratio of the vibration amplitude X2 to the frequency relative to the vibration amplitude XO has resonance points at the frequencies f1 and f2 due to the two masses ml and m2. Further, since the damping coefficient of the rubber bush 10 cannot be increased, the amplitude ratio of the resonance points of the frequencies f1 and f2 has a higher peak value than the nearby amplitude ratio.

[0006] The frequency of the resonance point is in the range of several tens Hz to several thousand Hz. When the frequency coincides with the frequency of the noise source, the noise is emphasized, and unpleasant noise such as a muffled sound and a resonance sound is generated. Will be. That is, the joint between the traveling device and the vehicle body needs to reduce the deflection in terms of transmission of the driving force and the braking force, and reduces the rigidity of the rubber bush 10 in the direction perpendicular to the axis to reduce the solid-borne sound. It is impossible to take measures such as lowering the frequency at the resonance point of the transmission system or increasing the damping coefficient thereof to lower the amplitude ratio at the resonance point.

[0007] Therefore, it has been difficult to reduce the sound propagating through the body from the noise source of the traveling device. Therefore,
The present invention provides a device for reducing indoor noise by reducing the vibration energy of solid-borne sound from a traveling device without changing the power transmission mechanism or structure of the traveling device or the damping coefficient of an elastic body. It is intended to be.

[0008]

In order to achieve the above object, the present invention employs the following means. That is, according to the first aspect of the present invention, in the indoor noise reduction device for a railway vehicle that reduces the solid-borne sound from the traveling device, the resonance point of the solid-borne sound from the traveling device is provided at the connecting portion of the vehicle body connected to the traveling device. In order to reduce the amplitude ratio, a dynamic damper composed of a vibration-proof rubber and a vibration-damping mass is provided.

According to the present invention, there is provided a device for reducing solid-borne noise in which vibration generated by a traveling device is transmitted as noise to a room.
The main purpose is to reduce the vibration of the power transmission system.
The connecting portion of the vehicle body connected to the traveling device indicates, for example, a mounting member of the towing link or a mounting member of the yaw damper.
If the solid-borne sound from either the traction link or the yaw damper is causing indoor noise, the indoor noise reduction device may be provided only on the mounting member that is causing the noise, but both are the causes. If it is, provide both.

The dynamic damper is made up of a vibration damping rubber and a vibration damping mass. The damping coefficient of the vibration damping rubber and the mass of the vibration damping mass are obtained by measuring the solid-borne sound from the traveling device and finding its resonance point. What is necessary is just to select so that anti-resonance can be generated according to the resonance point. The indoor noise reduction device according to the first aspect has the advantage that it does not require external energy, has a simple configuration, and requires a small mounting space.

According to a second aspect of the present invention, there is provided an indoor noise reduction device for a railway vehicle for reducing solid-borne noise from a traveling device, wherein an acceleration sensor and a damping mass are provided at a connecting portion of a vehicle body connected to the traveling device. A vibration control device that calculates a vibration force required to reduce vibration energy of the solid-borne sound from the traveling device based on the vibration acceleration from the acceleration sensor and instructs the vibration device to the vibration device. It is characterized by that.

This invention actively reduces the solid-borne sound from the traveling device, while the invention of the first aspect is passive. Various types of vibrating devices can be applied, and there is no particular limitation. For example, positive and negative voltages are alternately supplied to both ends of a piezoelectric element (piezo element) to expand and contract the element, and are proportional to the applied voltage. And an electromagnetic type in which an iron core around which a coil is wound is provided in engagement with a permanent magnet, and the coil is energized and vibrated, as described in claim 3. It is compact and easy to control.

[0013]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described below based on an embodiment shown in the drawings. First, an embodiment of the present invention will be described with reference to FIGS.

FIG. 5 shows the equipment configuration and equivalent characteristics in which the indoor noise reduction device of a railway vehicle is applied to the tow link. The transmission system of the solid-borne sound from the traveling device to the tow link receiver 9 is shown in FIG. As shown, a dynamic damper 11 is newly provided in the traction link receiver 9.

The dynamic damper 11 is attached to a fixed bracket 12 fixed to the lower end of the traction link receiver 9 by using a vibration-proof rubber 1.
3 and the damping mass 14 are attached, the vibration of the damping mass 14 is vibrated in the longitudinal direction of the traction link 5 by the deflection of the vibration-proof rubber 13, and the solid-borne sound transmitted in the longitudinal direction of the traction link 5 is reduced. .

As shown in FIG. 5, the equivalent characteristics due to the provision of the dynamic damper 11 are different from those of FIG. 3 in that the rigidity k3 of the vibration isolating rubber 13, the damping coefficient C3 of the vibration isolating rubber 13, Fourteen masses m3 are added. The values of k3, C3, and m3 are selected according to the resonance points of the frequencies f1 and f2 of the transfer characteristics shown in FIG. 4 and the frequencies f1 and f2 are selected as shown in FIG.
Can be reduced. Thereby, the sound radiation from the vehicle body floor 7 can be reduced.

The same effect can be obtained when this indoor noise reduction device is attached to the yaw damper receiver 6 of the yaw damper 4. As shown in FIG. 7, the yaw damper 4 has one end connected to the traveling device, the other end connected to the yaw damper receiver 6, and rubber bushes 8 at both ends. The sound propagating through the yaw damper 4 passes through the yaw damper receiver 6 and is radiated as sound from the vehicle body floor 7.

Normally, the yaw damper 4 performs the original damping for vibrations of several Hz, but does not work for solid-borne sound which is vibration of several tens Hz to several thousand Hz. Therefore, it can be regarded as a rigid body having a mass, and can be treated as having the same characteristics as the above-described traction link in terms of the sound transmitted through the body. In order to prevent the original vibration damping effect of the yaw damper 4 from being reduced, it is necessary to increase the rigidity of the rubber bush 8 at the end in the longitudinal direction of the yaw damper 4.

Next, an embodiment of the present invention will be described with reference to FIG. FIG. 8 shows a device configuration in which the indoor noise reduction device of a railway vehicle is applied to a tow link, and an equivalent characteristic thereof.
3 is the same as that shown in FIG. 3, except that the tow link receiver 9 is provided with a vibration damping device 15 and an acceleration sensor 16. A control device 22 for instructing a required vibration force to the vibration damping device 15 based on a signal from the acceleration sensor 16 is provided.

The damping device 15 comprises a damping mass 14 and a vibrating device 17 and is attached to a fixed bracket 12 fixed below the traction link receiver 9. The acceleration sensor 16 is attached to the lower end of the fixed bracket 12, and measures the acceleration of the towing link receiver 9 (the longitudinal direction of the towing link 5).

The vibrating device 17 is fixed between the fixed bracket 12 and the damping mass 14 and generates a repulsive force and a suction force between the fixed bracket 12 and the damping mass 14. The control device 22 includes a calculation unit that calculates a generated force of the vibration device 17 from a signal of the acceleration sensor 16 and a current generation unit that generates a current so that the vibration device 17 generates a predetermined generated force.

As shown in FIG. 11, the vibration device 17 comprises a permanent rock 18, a diaphragm spring 19, an iron core 20, and a coil 21. The permanent magnet 18 and the iron core 20 are connected by the diaphragm spring 19. I have. In addition, the diaphragm spring 19 has a low rigidity in the longitudinal direction of the iron core 20,
The rigidity in the surface direction of the diaphragm spring 19 is increased,
The permanent magnet 18 and the iron core 20 are easy to move in the longitudinal direction of the iron core 20. A coil 21 is wound around the iron core 20, and an electromagnetic current proportional to the current is generated in the iron core 20 by applying a current to the coil 21. Further, the polarity of the electromagnetic field generated by reversing the polarity of the current is also reversed. Therefore,
As shown in FIG. 11 (a), the polarity of the permanent magnet 18 and the core 2
Permanent magnet 1 if the polarity of electromagnetism generated at 0 is the same
A repulsive force is generated between the permanent magnet 18 and the iron core 20, and when the polarity of the permanent magnet 18 and the polarity of the electromagnetic force generated in the iron core 20 are different from each other as shown in FIG. During this time, a suction force is generated.

Since the repulsive force and the attractive force are proportional to the current of the coil 21, the generated force can be controlled by the current flowing through the vibrating device 17. In the equivalent characteristics of the vibration damping device 15 shown in FIG. 8, a2 represents the acceleration of the acceleration sensor 16, and fa represents the force generated by the vibration device 17.

Next, the operation of the indoor noise reduction device configured as described above will be described. As shown in FIG. 8, the acceleration of the tow link receiver 9 is measured by the acceleration sensor 16, and in response to this signal, the control device 22 calculates the required force of the vibrating device 17 in the calculation section. A current for generating a force is generated by a current generating unit.

For example, the following equation is used for the calculation in the calculation unit. fa = −Ca · ∫a2 · dt where fa is the generated force of the vibration device, Ca is the damping coefficient, and a
2 is the acceleration of the towing link.

That is, the absolute speed is obtained by integrating the acceleration of m2 (mass of the traction link receiver 9) with time, and
If fa (generating force) multiplied by (damping coefficient) is generated by the vibration device 17, a damping force proportional to the absolute speed of m2 is given. Therefore, the damping element of the damping coefficient Ca is connected to m2. The equivalent characteristics of the vibration damping device 15 are shown in FIG.
(A). Therefore, as shown in FIG. 10, the amplitude ratio between the resonance points of the frequencies f1 and f2 can be reduced.

The following equation may be used for the calculation in the calculation unit. fa = ma · a2 where fa is the generated force of the vibration device, ma is the coefficient, and a2 is the acceleration of the towing link.

When calculated by this equation, the generated force fa is obtained by multiplying the acceleration of m2 (mass of the towing linter receiver 9) by the coefficient ma.
Is generated by the vibration device 17 and a vibration force proportional to the acceleration of m2 is given to the traction link receiver 9, so that the mass of m2 is
This is equivalent to the reduction by a, and the equivalent characteristics of the vibration damping device 15 are as shown in FIG.

Therefore, the reduction of the mass of m2 is equivalent to the relative increase of the damping coefficient C2, and the amplitude of the solid-borne sound at the resonance points of the frequencies f1 and f2 in the traction link receiver 9 is reduced. Can be.

[0030]

As described above, according to the first aspect of the present invention, the resonance point of the solid-borne sound from the traveling device is provided at the connecting portion of the vehicle body connected to the traveling device. A dynamic damper consisting of vibration-isolating rubber and a damping mass is provided to reduce the amplitude ratio of the vehicle, eliminating the need for external energy and absorbing vibration energy of solid-borne sound to the vehicle body with a simple configuration to reduce indoor noise. it can. According to the second aspect of the present invention, an acceleration sensor and a vibrating device having a damping mass are provided at a connecting portion of the vehicle body connected to the traveling device, and the solid state from the traveling device is determined based on the vibration acceleration from the acceleration sensor. Since a control device that calculates the excitation force necessary to reduce the vibration energy of the propagated sound and instructs the excitation device is provided,
The solid-borne noise can be reduced actively without changing the transmission mechanism of the driving force or the braking force, the damping coefficient, and the like, and the sound radiation to the vehicle body can be reduced.

[Brief description of the drawings]

FIG. 1 is a plan view of a bogie as a traveling device of a railway vehicle.

FIG. 2 is a side view showing the arrangement of the towing links.

FIG. 3 is a diagram illustrating an equivalent characteristic of a system in which solid-borne sound passing through a traction link passes through a traction link receiver and is emitted as sound from a vehicle floor.

FIG. 4 is a diagram showing sound transmission characteristics of the system in FIG. 3;

FIG. 5 is a diagram showing a configuration and equivalent characteristics of an embodiment of the invention described in claim 1;

FIG. 6 is a diagram showing sound transmission characteristics of the system of FIG. 5;

FIG. 7 is a side view showing an arrangement of a yaw damper.

FIG. 8 is a diagram showing the configuration and equivalent characteristics of the embodiment of the invention described in claim 2;

FIG. 9 is a diagram showing the equivalent characteristics.

FIG. 10 is a diagram showing the same transfer characteristics.

FIG. 11 is a diagram showing a vibration device.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Wheel 2 ... Axle 3 ... Bogie frame 4 ... Yaw damper 5 ... Towing link 6 ... Yaw damper receiver 7 ... Body floor 8 ... Rubber bush 9 ... Towing link receiver 10 ... Rubber bush 11 ... Dynamic damper 12 ... Fixed bracket 13 ... Prevention Vibration rubber 14 Vibration suppression mass 15 Vibration suppression device 16 Acceleration sensor 17 Vibration device 18 Permanent magnet 19 Diaphragm spring 20 Iron core 21 Coil 22 Controller

Claims (3)

[Claims] 1. An indoor noise reduction device for a railway vehicle for reducing solid-borne sound from a traveling device, comprising: a connecting portion of a vehicle body connected to the traveling device; An indoor noise reduction device for a railway vehicle, wherein a dynamic damper comprising a vibration-proof rubber and a vibration-damping mass is provided to reduce the noise. 2. An indoor noise reduction device for a railway vehicle for reducing solid-borne noise from a traveling device, comprising a vibration sensor having an acceleration sensor and a damping mass at a connecting portion of a vehicle body connected to the traveling device. A railway comprising a control device for calculating a vibration force required to reduce vibration energy of solid-borne sound from a traveling device based on a vibration acceleration from the acceleration sensor and instructing the vibration device to the vibration device. A vehicle interior noise reduction device. 3. The vibration device according to claim 2, wherein an iron core having a coil wound thereon is provided in engagement with a permanent magnet, and the coil is energized to vibrate. Room noise reduction device for railway vehicles.