JP2008213652A - Floor structure for railway vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a floor structure for a railway vehicle having excellent sound-proofing characteristic and simplifying a manufacturing step. <P>SOLUTION: A vibration absorption layer 3 constituted by an elastic material having an average Young's modulus of 22-62 MPa is formed on a corrugated sheet 9 fixed to a lateral beam 11, and a load-resistance layer constituted by a material having an average Young's modulus of 3,000-4,000 MPa is formed on an upper surface of the vibration absorption layer 3. Since vibration from a lower side of a floor of the vehicle is absorbed by the vibration absorption layer 3, the radiation sound is reduced and the permeation sound is shut off by the load-resistance layer. Thereby, the sound-proofing effect is outstandingly enhanced. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a railcar floor structure.

  Conventionally, as shown in the cross-sectional view of FIG. 10, a floor structure of a railway vehicle has been adopted. The floor structure 101 is formed by welding a corrugated plate 109 (also referred to as a keystone plate) formed by bending a plate of stainless steel or the like into a corrugated shape on a horizontal beam 111 fixed to a railcar frame (not shown). The filling layer 103 is applied to the upper surface of the corrugated plate 109, and the sealing layer 150 and the unevenness adjusting layer 102 are further applied thereon. Further, a floor covering 110 made of vinyl chloride or the like is laid on the non-land adjustment layer 102.

  As shown in the enlarged view of FIG. 12, the filling layer 103 is made of a material in which a lightweight aggregate 106 is bonded and integrated with a binder 104. As the binder 104, a so-called two-component curable epoxy resin that is cured by mixing a curing agent containing an amine compound with an epoxy resin has been conventionally used. Similarly, the non-land adjustment layer 102 (see FIG. 10) is formed by bonding a lightweight aggregate with a two-component curable epoxy resin.

  However, when an epoxy resin is used for the filling layer 103, the padding layer 103 becomes hard, so it is difficult to absorb vibration and sound. For this reason, noise and vibration generated under the vehicle floor are easily transmitted to the passenger cabin, which causes a problem of discomfort to passengers.

In order to reduce noise transmitted to the passenger room, for example, Patent Document 1 below discloses a floor structure of a railway vehicle using an elastic material as a binder or an aggregate of the filling layer 103. By using a binder or aggregate as an elastic material, vibration can be efficiently damped and noise transmitted to the passenger cabin can be reduced.
JP 2000-127964 A

  However, even in the above invention, the noise reduction effect is not sufficient. There are roughly two types of noise in railway vehicles. One is radiated sound that is generated when vibration propagated from under the floor vibrates the floor, and the other is transmitted sound that passes through the floor. When an elastic material is used for the floor, vibration can be damped, so that it is possible to reduce radiated sound among the above-mentioned noises. However, the transmitted sound passes only with this, so that the soundproof characteristic cannot be improved significantly.

  On the other hand, as shown in the partially enlarged view of FIG. 11, in the conventional floor structure, the sealing layer 150 is applied to the upper surface of the filling layer 103 and solidified, and then the lower adhesive layer 112 is applied, and then the surface is non-landing. The adjustment layer 102 was applied. Then, after the unevenness adjusting layer 102 is solidified, the upper adhesive layer 113 is applied, and the rug layer 110 is laid thereon. The sealing layer 150 and the unevenness adjusting layer 102 are applied here for the following reason. That is, as shown in FIG. 12, since the filling layer 103 uses a material containing a large amount of voids N for weight reduction, the surface S ′ (see FIG. 11) is uneven. In order to flatten the surface of the unevenness, the unevenness adjusting layer 102 is necessary. However, if the unevenness adjusting layer 102 is directly applied, the unevenness adjusting layer 102 enters the gap N, and the thickness cannot be accurately controlled. Therefore, the sealing layer 150 is interposed between the filling layer 103 and the non-land adjustment layer 102 to prevent the non-land adjustment layer 102 from entering the gap N. However, when this manufacturing method is adopted, there is a problem that the number of steps of applying the sealing layer 150 is increased by one step, and the next step cannot be performed until the sealing layer 150 is dried. Therefore, a floor structure that can omit the step of applying the sealing layer 150 has been desired.

  An object of the present invention is to provide a railcar floor structure that has excellent soundproofing characteristics and can simplify the manufacturing process.

Means for Solving the Problems and Effects of the Invention

In order to solve the above problems, the floor structure of the railway vehicle of the present invention is
A transverse beam that is fixed in a form extending in the vehicle lateral width direction and arranged in a plurality of predetermined intervals in the longitudinal direction of the vehicle, with respect to the frame that forms the bottom of the railway vehicle,
A bottom plate portion that extends in the longitudinal direction of the vehicle and is fixed on the cross beam in a crossing area with the cross beam, a first side plate portion that protrudes upward from an edge of the bottom plate portion on the first side in the vehicle lateral width direction, and a first side plate portion A wavy unit comprising an upper plate portion extending from the upper end of the vehicle to the vehicle lateral direction first side, and a second side plate portion extending downward from the vehicle lateral width direction first side edge portion of the upper plate portion to reach the horizontal beam, A metal corrugated plate formed in a continuous form in the vehicle transverse direction;
Fills the concave space formed by the bottom plate part, the adjacent first side plate part and the second side plate part, covers the upper surface of the upper plate part, and flattens its own upper surface, and average Young's modulus Is composed of an elastic material of 22 to 62 MPa, and a vibration absorbing layer that absorbs vibrations that are generated as the railway vehicle travels and propagates upward from the underframe,
It is laminated on the upper surface of the vibration absorbing layer and bonded to the upper surface, and is composed of a material having an average Young's modulus of 3000 to 4000 MPa. A load bearing layer that accepts the weight of
A rug layer laid on the top surface of the load bearing layer and forming the bottom exposed surface of the cabin;
It is characterized by providing.

  According to the above invention, the metal corrugated plate is fixed to the plurality of horizontal beams fixed to the frame of the railway vehicle, and the vibration absorbing layer is formed so as to flatten the upper surface of the corrugated plate. This vibration absorbing layer is made of an elastic material having an average Young's modulus of 22 to 62 MPa and is soft, so that vibration from under the floor can be efficiently damped. For this reason, it is possible to effectively reduce the radiated sound. When the average Young's modulus of the vibration absorbing layer exceeds 62 MPa, the vibration absorbing layer is too hard to sufficiently absorb vibration. Moreover, if it is less than 22 MPa, it may be too soft to ensure the rigidity of the floor.

  A load bearing layer made of a material having an average Young's modulus of 3000 to 4000 MPa is laminated on the upper surface of the vibration absorbing layer. As described above, there are roughly two types of noise, radiated sound and transmitted sound, and among these, the transmitted sound can be insulated by the load-bearing layer. Moreover, since the load bearing layer is made of a relatively hard material having an average Young's modulus of 3000 to 4000 MPa, the weight of the passenger can be sufficiently received. For example, even if a passenger wearing high heels gets on, it will not dent. If the Young's modulus is less than 3000 MPa, it is too soft and, for example, there is a risk of sinking with high heels.

  As described above, in the present invention, the radiated sound and the transmitted sound included in the noise generated from the running railway vehicle are removed using different layers. That is, the Young's modulus of the vibration absorbing layer and the load bearing layer is set so that the radiated sound and transmitted sound generated from the railway vehicle can be removed most efficiently. Regarding the load bearing layer, the Young's modulus is determined so that there is no problem in supporting the weight of the passenger.

  More specifically, the thickness of the vibration absorbing layer in the upper plate portion is preferably 5 to 10 mm, and the thickness of the load bearing layer is preferably 3 to 5 mm. In the floor structure of a railway vehicle, the thickness is determined depending on the type of the vehicle. Therefore, the thickness obtained by adding the vibration absorbing layer and the load bearing layer needs to be constant (15 mm in the upper plate portion). According to the above configuration, since the vibration absorbing layer is soft (average Young's modulus 22 to 62 MPa), even if it is thin (5 to 10 mm), a sufficient vibration absorbing effect can be exhibited, and the load-bearing layer is thickened by the thinning (3 ˜5 mm), the sound insulation property of transmitted sound can be further improved.

On the other hand, the present invention is widely applicable to conventional railway vehicles, and can be used not only for railway vehicles having corrugated sheets as described above. Specifically, the present invention can be used for a railway vehicle using a floor structure called a double skin. That is, the floor structure of the railway vehicle of the present invention is
A transverse beam that is fixed in a form extending in the vehicle lateral width direction and arranged in a plurality of predetermined intervals in the longitudinal direction of the vehicle, with respect to the frame that forms the bottom of the railway vehicle,
It has a lower plate fixed on the cross beam and an upper plate arranged above the lower plate at a predetermined interval. The upper plate and the lower plate are connected to each other. Inclined in the vehicle lateral width direction to the connection portion with the plate and extended in the longitudinal direction of the vehicle, and the first inclined plate portion from the connection portion with the lower plate to the upper plate A metal double skin floor structure formed of a plurality of wavy units each including a second inclined plate portion formed in a shape inclined in the opposite direction, in the vehicle lateral width direction;
It is laminated on the upper plate of the double skin floor structure, adhered to the upper plate, and its upper surface is flattened, and is composed of an elastic material having an average Young's modulus of 22 to 62 MPa. A vibration absorbing layer that absorbs vibrations that are generated and propagate upward from the underframe;
It is laminated on the upper surface of the vibration absorbing layer and bonded to the upper surface, and is composed of a material having an average Young's modulus of 3000 to 4000 MPa. A load bearing layer that accepts the weight of
A rug layer laid on the top surface of the load bearing layer and forming the bottom exposed surface of the cabin;
It is characterized by providing.

  Even in the case of the above-described configuration, the effects exerted by the vibration absorbing layer and the load bearing layer are the same as in the case of the corrugated sheet, and thus detailed description thereof is omitted.

Next, the vibration absorbing layer is composed of a dense material having a porosity of less than 1%, and an adhesive layer is applied and formed so that the upper surface of the vibration absorbing layer and its lower surface are in close contact with each other,
The load bearing layer may be formed by applying a mixture of aggregate and resin material to the upper surface of the adhesive layer in a fluidized state and solidifying.

  According to this configuration, since the vibration absorbing layer is made of a dense material having a porosity of less than 1%, even when the load bearing layer is applied on the vibration absorbing layer, the load bearing layer enters the void of the vibration absorbing layer. Is unlikely to occur. Therefore, it is possible to employ a structure in which only the adhesive layer is interposed between the vibration absorbing layer and the load bearing layer, and there is no need to interpose a sealing layer as in the prior art. Therefore, the process of applying the sealing layer can be omitted, and the process can be simplified.

  On the other hand, the vibration absorbing layer can be made of a mixture containing a rubber chip and a urethane resin, and the load bearing layer can be made of a mixture containing an inorganic aggregate and an epoxy resin. The vibration-absorbing layer can absorb vibrations more effectively by using both an aggregate (rubber chip) and a binder (urethane resin) as an elastic material, compared to the case where only one of them is an elastic material. It becomes possible. The load bearing layer can have an average Young's modulus of 3000 to 4000 MPa by using a mixture of inorganic aggregate and epoxy resin.

  Next, the average particle size of the rubber chip is preferably 1.0 to 2.0 mm. When the average particle size of the rubber chip exceeds 2.0 mm, the porosity of the vibration absorbing layer increases, and thus when the load bearing layer is applied, the load bearing layer may enter the void. As a result, a sealing layer may be required. In addition, since the vibration absorbing layer uses a soft urethane resin, when the porosity increases, the vibration absorbing layer easily breaks when bending stress is applied. On the other hand, the vibration absorbing layer is manufactured by kneading rubber chips and urethane resin using a mortar mixer, but here the dispersibility deteriorates when the rubber chips are small (average particle size is 1.0 mm or less). It becomes easy to do.

  Next, a weight reducing member made of a material having a density lower than that of the vibration absorption layer and extending in the vehicle longitudinal direction can be disposed on the bottom plate portion of the corrugated plate. As described above, since the vibration absorbing layer has a low porosity, the density is relatively high. Therefore, it is possible to reduce the overall weight by arranging the weight reducing member on the bottom plate portion of the corrugated plate. Further, if a material having a Young's modulus higher than that of the vibration absorbing layer is selected as the weight reducing member, the overall rigidity can be increased. As the weight reducing member, for example, an acrylic resin having an expansion ratio of 10 to 15 times can be suitably used.

  Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a longitudinal sectional view of a railway vehicle 21, and FIG. 2 is a transverse sectional view. As shown in the figure, the floor structure 1 of the present invention is fixed to a frame 19 that forms the bottom of a railway vehicle 21 so as to extend in the lateral direction of the vehicle (FIG. 1), with a predetermined interval in the longitudinal direction of the vehicle. A plurality of transverse beams 11 are arranged (FIG. 2). The underframe 19 is a basic structure for supporting the weight of the railway vehicle 21, maintaining the entire vehicle, and transmitting the weight of the vehicle to the wheels 20. The horizontal beam 11 is fixed to the upper surface of the frame 19 by, for example, welding.

  Next, the partial expanded sectional view of the floor structure 1 is shown in FIG. As shown in the figure, a metal corrugated plate 9 (keystone plate) is welded onto the cross beam 11. More specifically, the corrugated plate 9 extends in the longitudinal direction of the vehicle and is fixed on the cross beam 11 in the crossing area A with the cross beam 11, and an edge of the bottom plate portion 9a on the first side in the vehicle width direction. A first side plate portion 9b protruding upward from 40, an upper plate portion 9c extending from the upper end 41 of the first side plate portion 9b to the vehicle lateral width direction first side, and a vehicle lateral width direction first side edge of the upper plate portion 9c. A plurality of wavy units W including a second side plate portion 9d extending downward from the portion 42 and reaching the horizontal beam 11 are formed in a form that is continuous in the vehicle lateral width direction.

  The vibration absorbing layer 3 is coated on the upper surface of the corrugated plate 9. More specifically, the vibration absorbing layer 3 fills the concave space 30 formed by the bottom plate portion 9a, the adjacent first side plate portion 9b and the second side plate portion 9d, and covers the upper surface S1 of the upper plate portion 9c. In addition, the upper surface S2 of itself is flattened, and is made of an elastic material having an average Young's modulus of 22 to 62 MPa. When the railway vehicle travels, vibration is generated and propagates upward from the underframe. However, since the vibration absorbing layer 3 is soft, vibration from under the floor can be efficiently damped. Thereby, it becomes possible to reduce radiated sound. When the average Young's modulus of the vibration absorbing layer exceeds 62 MPa, the vibration absorbing layer is too hard to sufficiently absorb vibration. Moreover, if it is less than 22 MPa, it may be too soft to ensure the rigidity of the floor.

  A load bearing layer 2 made of a material having an average Young's modulus of 3000 to 4000 MPa is laminated on the upper surface S2 of the vibration absorbing layer 3 and bonded to the upper surface S2. This load bearing layer 2 can effectively block the transmitted sound. Moreover, since the load bearing layer 2 is made of a relatively hard material having an average Young's modulus of 3000 to 4000 MPa, the weight of the passenger can be sufficiently received. For example, passengers wearing high heels will not dent even if they get on. Further, if the Young's modulus is less than 3000 MPa, it is too soft, and there is a risk that it will sink, for example, with high heels.

  As described above, in the present invention, the radiated sound and the transmitted sound are removed from the noise generated from the running railway vehicle 21 using different layers. That is, the Young's modulus of the vibration absorbing layer 3 and the load bearing layer 2 is set so that the radiated sound and transmitted sound generated from the railway vehicle 21 can be removed most efficiently. Moreover, regarding the load bearing layer 2, the Young's modulus is determined so as not to hinder the weight of the passenger.

  The Young's modulus of the vibration absorbing layer 3 is more preferably 30 to 35 MPa. The Young's modulus of the load bearing layer 2 is more preferably 3000 to 3600 MPa.

  On the other hand, a rug layer 10 is laid on the upper surface S3 of the load bearing layer 2 with an upper adhesive layer 13 interposed therebetween. The rug layer 10 is made of, for example, vinyl chloride, and its upper surface S4 is a bottom exposed surface of the cabin.

  The thickness T2 of the vibration absorbing layer 3 in the upper plate portion 9c is 5 to 10 mm, and the thickness T1 of the load bearing layer 2 is 3 to 5 mm. Since the thickness of the floor structure 1 of the railcar 21 is determined by the vehicle model, the thickness (T1 + T2) obtained by adding the vibration absorbing layer 3 and the load bearing layer 2 needs to be constant (15 mm). . According to the above configuration, since the vibration absorbing layer 3 is soft (average Young's modulus 22 to 62 MPa), even if T2 is thin (5 to 10 mm), a sufficient vibration absorbing effect can be exhibited. Therefore, the sound insulation characteristics of the load bearing layer 2 can be further improved.

  More specifically, the vibration absorbing layer 3 is made of a dense material having a porosity of less than 1%, and the adhesive layer 12 is applied and formed so that the upper surface S2 of the vibration absorbing layer 3 and the lower surface of the vibration absorbing layer 3 are in close contact with each other. Is formed by applying a mixture of aggregate (mineral foam 6 and inorganic aggregate 8 such as silica sand, see FIG. 5) and resin material 7 to the upper surface of the adhesive layer 12 in a fluidized state and solidifying. Is.

  Since the vibration absorbing layer 3 is made of a dense material having a porosity of less than 1%, even when the load bearing layer 2 is coated on the vibration absorbing layer 3, there is a problem that the load bearing layer 2 enters the void of the vibration absorbing layer 3. Hard to occur. Therefore, a structure in which only the adhesive layer 12 is interposed between the vibration absorbing layer 3 and the load bearing layer 2 can be employed, and there is no need to interpose the sealing layer 150 (see FIG. 10) as in the conventional case. Therefore, the process of applying the sealing layer 150 can be omitted, and the process can be simplified.

  On the other hand, as shown in FIG. 4, the vibration absorbing layer 3 is composed of a mixture including a rubber chip 5 and a urethane resin 4. Thus, by using both the aggregate (rubber chip 5) and the binder (urethane resin 4) as elastic materials, it is possible to effectively absorb vibration compared to the case where only one of them is used as an elastic material. Is possible. More specifically, the vibration absorbing layer 3 contains a mineral foam 6 having a predetermined average particle diameter by firing the kaolinite clay mineral at 1000 to 1200 ° C. . By including this mineral foam 6, the vibration absorbing layer 3 can be reduced in weight and flame retardancy can be enhanced.

  The vibration absorbing layer 3 is prepared by kneading, for example, a rubber chip 5 formed by cutting an old tire, a mineral foam 6 and a urethane resin 4 with a mortar mixer, and coating the upper surface of the corrugated sheet 9 (see FIG. 3). Formed by.

  Moreover, as shown in the enlarged sectional view of FIG. 5, the load bearing layer 2 is composed of a mixture including the inorganic aggregate 8 (salt sand) and the epoxy resin 7. Further, the mineral foam 6 used also in the vibration absorbing layer 3 is contained. By mixing these materials, a material having an average Young's modulus of 3000 to 4000 MPa can be obtained. The load bearing layer 2 is formed by kneading the inorganic aggregate 8, the mineral foam 6 and the epoxy resin 7 with a mortar mixer and applying the mixture to the vibration absorbing layer 3 through the adhesive layer 12 (see FIG. 3). Is done.

  Returning to FIG. The average particle diameter of the rubber chip 5 is 1.0 to 2.0 mm. When the average particle size of the rubber chip exceeds 2.0 mm, the porosity of the vibration absorbing layer 3 increases, and thus when the load bearing layer 2 is applied, the load bearing layer 2 may enter the void. As a result, a sealing layer may be required. Further, since the vibration absorbing layer 3 uses the soft urethane resin 4, when the porosity increases, the vibration absorbing layer 3 is easily cracked when bending stress is applied. On the other hand, when the average particle diameter of the rubber chip 5 is less than 1.0 mm, the dispersibility tends to deteriorate when the kneading operation is performed.

  Next, another embodiment is shown in FIG. In this embodiment, a weight reducing member 14 made of a material having a density lower than that of the vibration absorbing layer 3 and extending in the longitudinal direction of the vehicle is disposed on the bottom plate portion 9 a of the corrugated plate 9. As described above, since the vibration absorbing layer 3 has a low porosity, the density is relatively high. Therefore, by arranging the weight reducing member 14 on the bottom plate portion 9a of the corrugated plate 9, it is possible to reduce the overall weight. Further, if a material having a Young's modulus higher than that of the vibration absorbing layer 3 is selected as the weight reducing member 14, the overall rigidity can be increased. As the weight reduction member 14, for example, an acrylic resin having an expansion ratio of 10 to 15 times can be suitably used. Further, the thickness T4 of the weight reducing member 14 is made thinner than the height T3 from the bottom plate portion 9a to the upper plate portion 9c. Thereby, the vibration absorbing layer 3 having a sufficient thickness can be secured on the lightening member 14, and vibrations from under the floor can be sufficiently absorbed.

  The present invention is widely applicable to conventional railway vehicles 21 and can be used not only for the railway vehicles 21 having the corrugated sheet 9 as described above. Specifically, as shown in FIG. 7, the present invention can be used for a railway vehicle 21 that uses a floor structure 23 called a double skin. As shown in the figure, the double skin floor structure 23 has a lower plate 23a fixed on the cross beam 11, and an upper plate 23b disposed above the lower plate 23a at a predetermined interval. A first inclined plate formed to connect the lower plate 23b and to incline in the vehicle lateral direction from the connecting portion 50 to the upper plate 23 to the connecting portion 51 to the lower plate 23a and extend in the vehicle longitudinal direction. A wavy unit W comprising a portion 23c and a second inclined plate portion 23d formed in a shape inclined in the opposite direction with respect to the first inclined plate portion 23 from the connecting portion 51 to the upper plate 23b to the lower plate 23a, It is formed in a form in which a plurality are continuous in the vehicle lateral width direction. Further, the vibration absorbing layer 3 made of an elastic material having an average Young's modulus of 22 to 62 MPa is laminated on the upper plate 23b of the double skin floor structure 23, and the upper surface S2 of the vibration absorbing layer 3 has an average value. A load bearing layer 2 made of a material having a Young's modulus of 3000 to 4000 MPa is laminated through an adhesive layer 12. Further, a rug layer 10 is laid on the upper surface S3 of the load bearing layer 2 with an upper adhesive layer 13 interposed therebetween.

  Next, the manufacturing method of the floor structure 1 of the first embodiment will be described with reference to FIG. First, as shown in FIG. 8A, the corrugated sheet 9 is welded to the cross beam 11 fixed to the frame (not shown) of the railway vehicle 21. On the other hand, a rubber chip 5, a mineral foam 6 and a urethane resin 4 are kneaded with a mortar mixer to prepare a fluidized state. This is applied to the upper surface of the corrugated sheet 9 as shown in FIG. 8B to form the vibration absorbing layer 3. It waits for about 1 day, for example until vibration absorption layer 3 solidifies. Next, an inorganic aggregate 8, a mineral foam 6, and an epoxy resin 7 are kneaded with a mortar mixer to prepare a fluidized state. Then, after the vibration absorbing layer 3 is solidified, the adhesive layer 12 is applied to the upper surface S2 of the vibration absorbing layer 3, and the kneaded material is applied thereon to form the load bearing layer 2 (FIG. 8C). . It waits for about one day until the load bearing layer 2 solidifies, for example. After solidifying, an upper adhesive layer (see FIG. 3) is applied, and a rug layer 10 is laid. Thereby, the floor structure 1 shown in FIG. 3 is completed.

  Examples of the present invention will be described. First, the floor structure 1 shown in FIG.3 and FIG.6 was manufactured using the above-mentioned manufacturing method, the test piece was taken out and it was set as Example 1 and Example 2, and the soundproof characteristic was confirmed. Moreover, the conventional floor structure 101 shown in FIG. 10 was manufactured, and the soundproof characteristic was confirmed similarly.

  The result of having measured the average particle diameter of aggregate, the particle size distribution, the density, the whole porosity, the density, the Young's modulus, etc. about the vibration absorption layer 3 and the load bearing layer 2 of an Example is shown.

  The composition of the mineral foam 6 contained in the vibration absorbing layer 3 and the load bearing layer 2 is shown below.

  Next, FIG. 9 shows an apparatus for measuring radiated sound. A sample to be tested was suspended by an elastic support 28, and a vibrator 29 was disposed on the lower surface of the test object via a connecting rod 26. The vibrator 29 receives a signal from the noise generator 27 and generates vibrations V having various frequencies in response thereto. The vibration V is transmitted to the test object through the connecting rod 26 and generates a radiated sound. The emitted sound was measured by the intensity microphone 24 arranged above the test object, and the sound was directly guided to the integral-type intensity meter 25 through the high-pass filter. The measured values were stored in a computer.

  On the other hand, the depression strength test of Examples 1 and 2 and Comparative Example 1 and the repeated load test were performed. Furthermore, the characteristics of the upper resin layer and the lower resin layer were measured using the measurement method defined in JISK6911. The results are shown in Table 4 below.

  In Table 4, the surface density is a value obtained by calculation. As is apparent from Table 4, the radiated sound characteristics (total of 100 to 4 kHz) of Example 1 and Example 2 are reduced as compared with Comparative Example 1.

Rail car longitudinal section Cross section of railway vehicle Partial enlarged view of the floor structure Enlarged sectional view of vibration absorbing layer 3 Expanded cross section of load bearing layer 2 Other embodiments of floor structure Example of floor structure using double skin floor structure The figure for explaining the manufacturing method of the floor structure Diagram for explaining the measurement method of soundproofing characteristics Conventional floor structure Partial enlarged view of FIG. Enlarged view of the filling layer

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Floor structure 2 Load bearing layer 3 Vibration absorption layer 4 Urethane resin 5 Rubber chip 6 Mineral foaming resistance 7 Epoxy resin 8 Inorganic aggregate 9 Corrugated sheet 9a Bottom plate part 9b First side plate part 9c Upper plate part 9d Second side plate part 10 Rug layer 11 Cross beam 12 Adhesive layer 14 Light-weight member 19 Undercarriage 21 Railway vehicle 23 Double skin floor structure 30 Concave space A Intersection region between bottom plate and cross beam W Wavy unit

Claims (8)

A floor structure of a railway vehicle,
A plurality of transverse beams fixed to the frame that forms the bottom of the railway vehicle in a manner extending in the lateral direction of the vehicle and arranged at a predetermined interval in the longitudinal direction of the vehicle;
A bottom plate portion that extends in the longitudinal direction of the vehicle and is fixed on the cross beam in an intersecting region with the cross beam; a first side plate portion that protrudes upward from an edge of the bottom plate portion on the first side in the vehicle lateral width direction; An upper plate extending from the upper end of the first side plate to the vehicle lateral direction first side; a second side plate extending downward from the vehicle lateral width direction first side edge of the upper plate to the horizontal beam; A corrugated unit made of a metal corrugated plate formed in a continuous form in the vehicle lateral width direction,
The concave space formed by the bottom plate portion, the adjacent first side plate portion and the second side plate portion is filled, and covers the upper surface of the upper plate portion, and the upper surface of the upper plate portion is flattened and averaged. A vibration-absorbing layer that is composed of an elastic material having a typical Young's modulus of 22 to 62 MPa and absorbs vibrations that are generated as the railway vehicle travels and propagates upward from the underframe;
It is laminated on the upper surface of the vibration absorbing layer and adhered to the upper surface, and is composed of a material having an average Young's modulus of 3000 to 4000 MPa, and transmits sound generated from under the floor as the railway vehicle travels. And load-bearing layer to catch the weight of passengers,
A rug layer laid on the top surface of the load bearing layer and forming a bottom exposed surface of the passenger cabin;
A floor structure of a railway vehicle, comprising:   2. The railcar floor structure according to claim 1, wherein a thickness of the vibration absorbing layer in the upper plate portion is 5 to 10 mm, and a thickness of the load bearing layer is 3 to 5 mm. A floor structure of a railway vehicle,
A plurality of transverse beams fixed to the frame that forms the bottom of the railway vehicle in a manner extending in the lateral direction of the vehicle and arranged at a predetermined interval in the longitudinal direction of the vehicle;
A lower plate fixed on the cross beam, and an upper plate disposed above the lower plate at a predetermined interval, connecting the upper plate and the lower plate, and A first inclined plate portion that is inclined in a vehicle lateral width direction from a connecting portion to a connecting portion with the lower plate and extends in the longitudinal direction of the vehicle, and a connecting portion between the lower plate and the upper plate A metal double skin having a plurality of wavy units each having a second inclined plate portion formed in a shape inclined in the opposite direction with respect to the first inclined plate portion. Floor structure,
It is laminated on the upper plate of the double-skin floor structure and bonded to the upper plate, and its upper surface is flattened, and is composed of an elastic material having an average Young's modulus of 22 to 62 MPa. A vibration-absorbing layer that absorbs vibrations generated along with traveling and propagating upward from the underframe;
It is laminated on the upper surface of the vibration absorbing layer and adhered to the upper surface, and is composed of a material having an average Young's modulus of 3000 to 4000 MPa, and transmits sound generated from under the floor as the railway vehicle travels. And load-bearing layer to catch the weight of passengers,
A rug layer laid on the top surface of the load bearing layer and forming a bottom exposed surface of the passenger cabin;
A floor structure of a railway vehicle, comprising:   The floor structure of a railway vehicle according to claim 3, wherein the vibration absorbing layer has a thickness of 5 to 10 mm, and the load bearing layer has a thickness of 3 to 5 mm. The vibration absorbing layer is composed of a dense material having a porosity of less than 1%, and an adhesive layer is applied and formed so that the upper surface of the vibration absorbing layer and the lower surface of the vibration absorbing layer are in close contact with each other,
The load-bearing layer is formed by applying a mixture of an aggregate and a resin material to the upper surface of the adhesive layer in a fluidized state and solidifying the mixture. The floor structure of a railway vehicle according to item 1.   6. The vibration absorbing layer is made of a mixture containing a rubber chip and a urethane resin, and the load bearing layer is made of a mixture containing an inorganic aggregate and an epoxy resin. 2. The floor structure of a railway vehicle according to claim 1.   The floor structure of a railway vehicle according to claim 6, wherein the rubber chips have an average particle diameter of 1.0 to 2.0 mm.   The weight reducing member made of a material having a density lower than that of the vibration absorbing layer and extending in the longitudinal direction of the vehicle is disposed on the bottom plate portion of the corrugated plate. The floor structure of a railway vehicle according to 2.

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