JP2010100278A - Railway vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a structure which reduces noise inside the compartment of a railway vehicle without significantly increasing weight and cost and without significantly decreasing a living space in the compartment and capacity to store baggages. <P>SOLUTION: A baggage shelf part 16 having a lid 17 at an inlet part thereof is located on a compartment side of an eaves part where a ceiling surface and a side surface of the compartment intersects at a top part of the compartment of the railway vehicle. Both surfaces of a plate structure of both or either one of the lid 17 and the baggage shelf 18 of the baggage shelf part 16 are configured of porous plates 30, 30, such as punching metal, having a number of pores; and a porous material 40, such as glass wool, a sponge or a resin foam, being single-layered or multi-layered is arranged between the two porous plates 30, 30. A location for placing the lid 17 of the baggage shelf corresponds to a position where an antinode of air particle oscillating speed occupies, and friction caused by the air between the lid 17 and the frame part of the porous material 40 being relatively oscillated allows the porous material 40 to absorb acoustic energy. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a railway vehicle including a vehicle interior noise reduction structure in a cargo rack.

  Noise in the passenger compartment of railway vehicles is an important factor that determines comfort, and various noise reduction measures have been proposed and implemented. However, since the passenger compartment of a railway vehicle is configured in a closed space, there is no effective method other than absorbing the sound in the passenger compartment to reduce the energy of the sound that has once flowed into the passenger compartment. For this reason, the quiet comfort of the guest room is not always sufficient, and in recent railway vehicles, further noise reduction in the guest room is required.

  In general, it is not preferable to positively absorb the sound of the interior surface of the cabin from the viewpoint of the design and aesthetics of the cabin. There is a cargo rack device. This railcar cargo rack device has a sound-absorbing structure inside the cargo rack with a lid, and has an opening on the lid and the bottom of the cargo rack to promote sound absorption into the cargo rack, thereby positively decorating the interior surface of the cabin. In the normal state when the lid is closed, the sound absorbing surface is prevented from touching the passenger's eyes.

  Noise is reduced by the sound-absorbing material. The vibration and acoustic energy are dissipated by the friction because the fiber or porous skeleton part and air part of the sound-absorbing material vibrate so as to move relative to each other. Because. Therefore, in order to reduce noise, it is effective to arrange the sound absorbing material at a location where the particle velocity of the vibrating air is large.

  When a sound wave incident perpendicularly to a rigid wall hits the rigid wall and is reflected, the vibration speed of air particles increases due to the interference between the incident wave and the reflected wave at a position separated by a quarter wavelength from the wall surface. appear. When a sound absorbing material is installed utilizing this fact, it is generally desirable to provide an air layer having a thickness corresponding to about ¼ wavelength of a sound wave at a frequency at which sound absorption is desired, behind the sound absorbing material.

  However, in order to effectively absorb low-frequency sound, the wavelength becomes long, and therefore a considerably thick back air layer is required even for about ¼ wavelength. For example, if an air layer is to be installed behind the sound absorbing layer by a method of actively absorbing the wall surface inside the lid with a lid as in the known example of Patent Document 1, if the air layer is installed behind the sound absorbing layer, the storage capacity of the load rack portion The problem that becomes smaller occurs.

JP-A-8-72714

  An object of the present invention is to reduce cabin noise by using a space inside a cargo rack provided in a passenger room of a railway vehicle as a back air layer.

  An object of the present invention is to provide a noise reduction structure in a cabin on a cargo rack provided in a railway vehicle so as not to significantly reduce the accommodation space in the cabin and the capacity of luggage, and without significantly increasing the weight and cost. It is to provide a railway vehicle that can reduce the noise in the cabin.

  The railway vehicle according to the present invention is composed of a side structure, a roof structure, and an eave part connecting these structures, and is provided with a cargo rack part along the longitudinal direction of the railway vehicle in the vicinity of the inside of the eave part. The cargo rack part has a lid and a cargo rack each of which has a plate-like structure, and both or any one of the plate-like structures is arranged between a porous plate disposed on both the front and back surfaces, and between the two porous plates. And a porous material of a single layer or a multi-layer laminated structure.

  In this railway vehicle, the perforated plate can be a punching metal, for example. Moreover, as a material used for each layer of the porous material of the single layer or multilayer lamination arrange | positioned between two porous plates, glass wool, sponge, and foamed resin can be used, for example.

  In addition, the railway vehicle according to the present invention includes an eave portion that connects the roof structure and the side structure, and includes a load shelf portion that includes a load shelf, a lid, and an inner wall. It is characterized by having a communication part that connects the space and the guest room. One or both of the lid and the load shelf are provided with a single layer or multilayer laminated porous material such as glass wool, sponge, foamed resin, and the porous material is covered with a porous plate. .

With the structure as described above, the lid or the shelves constituting the cargo rack part constitutes a sound absorbing layer, and the air in the inner space of the cargo rack part serves as a back air layer, thereby changing from low frequency to high frequency. A large sound absorption effect can be achieved in a wide frequency range, and as a result, the vehicle of a rail vehicle can be used without significantly increasing the weight and cost, and without significantly reducing the accommodation space and luggage capacity in the cabin. Indoor noise can be reduced.
In addition, the internal space of the cargo rack part and the communication part provided on the lid of the cargo rack part constitute a sound absorber, and since the sound absorbing material is provided on the surface of the eave part side of the lid, the weight and cost are reduced. Without significantly increasing, a large sound absorption effect is exhibited in a wide frequency band, and the noise in the passenger compartment of the railway vehicle can be reduced.

FIG. 1 is a cross-sectional view of a railway vehicle to which the present invention is applied. FIG. 2 is an enlarged view of the cargo rack portion shown in FIG. FIG. 3 is a detailed view of the lid shown in FIG. FIG. 4 is a diagram illustrating an acoustic standing wave. FIG. 5 is a diagram illustrating an application example of a general sound absorbing material. FIG. 6 is a sound pressure distribution of an acoustic standing wave generated in the railway vehicle. FIG. 7 shows another embodiment of the present invention. FIG. 8 is a detailed view of the lid of the embodiment shown in FIG. FIG. 9 shows another embodiment of the present invention. 10 is a detailed view of the lid shown in FIG. FIG. 11 shows an example of a cargo rack portion that constitutes a sound absorber. FIG. 12 is a graph showing the sound absorption rate of the cargo rack portion constituting the sound absorber. FIG. 13 is a graph showing how the noise in the passenger compartment of the railway vehicle is reduced by the cargo rack shown in FIG. FIG. 14 shows another embodiment in which a sound absorber is configured on the load shelf. FIG. 15 is a detailed view of part A in FIG. FIG. 16 shows another embodiment of the lid. FIG. 17 is a detailed view of the cargo rack shown in FIG.

Hereinafter, with reference to the drawings, an example of a railway vehicle including a cargo rack according to the present invention will be described.
An embodiment of the present invention is a railway vehicle having a roof structure, a side structure, and an eave part connecting the roof structure and the side structure, and in the longitudinal direction of the railway vehicle in the vicinity of the inside of the eave part. A railcar having a luggage rack having a luggage rack on which baggage is placed and a lid provided in a luggage loading / unloading section of the luggage rack, the lid of the luggage rack or the luggage rack is configured. With regard to the plate-like structure, it is realized by configuring as follows.
Structure 1. The two plates of the plate-like structure are provided with two surface plates having air permeability and rigidity, and further having a surface texture so as not to impair the aesthetic appearance in the vehicle.
Structure 2. A structure having a sound absorbing mechanism between the two surface plates is used.
Structure 3. In a railway vehicle having an eaves part including a cargo rack part composed of a cargo rack and a lid, a communication part that communicates the interior space of the cargo rack part and a guest room is provided, whereby the luggage rack part is a sound absorber. The structure is as follows.

  1, 2 and 3 show one embodiment of a railway vehicle according to the present invention. FIG. 1 shows a longitudinal half of a longitudinal cross section of a railway vehicle 10 in the longitudinal direction. The railway vehicle 10 mainly includes a side structure 12 disposed at an end of the underframe 11 in the vehicle body width direction, a wife structure (not shown) disposed at an end of the underframe 11 in the vehicle body longitudinal direction, and The eaves 14 is arranged at the upper end of the side structure 12 and connects the side structure 12 and the roof structure 13. In order to prevent heat from flowing into the exterior of the railway vehicle 10 from the inside of the railway vehicle 10 or from the outside to the inside of the side structure 12, the eaves part 14, and the roof structure 13, a heat insulating material made of glass wool or the like. 25 is provided.

  The loading rack portion 16 is disposed along the longitudinal direction of the railway vehicle 10 on the cabin 15 side of the eave portion 14. The luggage rack portion 16 includes a luggage rack 18 on which passenger's baggage and the like are placed, an inner wall 19 disposed along the inner surface of the eaves section 14, and a lid 17 provided in a baggage loading / unloading portion of the luggage rack 18. Consists of The lid 17 is supported at the upper part so as to be rotatable around an axis disposed along the longitudinal direction of the railway vehicle 10, and the lower part of the lid 17 opens and closes in an arcuate manner (an arrow 50 indicates a cargo rack lid). Indicates rotation). A chair 20 is installed in the guest room 15 of the railway vehicle 10, and a ceiling 21 is provided on the side of the guest room 15 of the heat insulating material 25 of the roof structure 13. Reference numeral 28 denotes a horizontal beam provided on the underframe 11.

  FIG. 2 is an enlarged view of the cargo rack portion 16 shown in FIG. 1, and FIG. 3 is a detailed structure of the lid 17 shown in FIG. In the present embodiment, in order to achieve the above “Structure 1”, both the surface sides of the lid 17 of the cargo rack portion 16, the cabin 15 side and the cargo rack portion 16, are each composed of a perforated plate 30. ing. For example, the perforated plate 30 can be a perforated plate material such as punching metal. Further, in order to achieve the above “Structure 2”, in the internal space sandwiched between the two porous plates 30 and 30 that are both surfaces of the cabin 17 side of the lid 17 and the inner side of the cargo rack 16, A porous material 40 is disposed. The porous material 40 may be a single layer or a multilayered structure of a plurality of porous materials, or a sandwich in which a film or a porous thin film is sandwiched between the porous material and the porous material. It may be a structure. 2, 7, and 9 are diagrams for explaining the characteristics of the lid 17 that constitutes the cargo rack portion 16, and therefore, the inner wall 19 that is a component of the cargo rack portion 16 is omitted. The lid 17 is rotatably supported on the inner wall 19 by a rotation shaft 17a.

  In the structure of the first embodiment, a mechanism for effectively reducing noise in the cabin 15 will be described with reference to FIGS. FIG. 4 is an explanatory diagram showing an acoustic standing wave formed by a sound wave incident on the rigid wall and a reflected wave from the rigid wall. As shown in FIG. 4, the acoustic standing wave interferes with sound waves (traveling wave and backward wave) propagating in opposite directions with the same amplitude, and the resultant wave results in sound pressure and air vibration velocity. This is a phenomenon in which a portion (antinode) where the amplitude of is constantly large or a small portion (node) steadily occurs locally. In order to suppress such an acoustic standing wave, a sound absorbing material is generally applied.

  FIG. 5 shows an application example of a general sound absorbing material. A sound-absorbing material is a member that has a mechanism that absorbs the acoustic energy of a sound wave incident on the sound-absorbing material as much as possible so that it is not reflected, and is generally made of foamed resin such as flexible urethane foam, glass wool, sponge, etc. A porous material is used. The sound absorbing action (effect) in which the porous material absorbs acoustic energy causes the air in the air inside the porous material to vibrate when sound waves pass through the inside of the porous material. On the inner surface, viscous friction of air occurs, and a part of sound energy is converted to heat energy (dissipation of acoustic energy). Therefore, a sound absorbing effect can be effectively obtained by disposing such a sound absorbing material made of a porous material at a location where the air particle velocity distribution is large.

  As shown in FIG. 5, the sound pressure distribution of the acoustic standing wave and the air particle vibration velocity distribution have the positions of the antinodes and nodes opposite to each other, and the position closest to the rigid wall serving as the antinode of the air particle vibration velocity. Is a position that is a quarter wavelength away from the rigid wall. Utilizing this fact, the sound absorbing material is generally installed so that an air layer having a thickness of about 1/4 of the wavelength of the sound wave at the frequency at which the sound is to be absorbed is provided behind the sound absorbing material. For this reason, a considerably thick back air layer is required to effectively absorb sound up to a low frequency, and there is a problem that the living space is reduced when applied to the inside of a transport machine such as a railway vehicle.

  FIG. 6 is an isoline (sound pressure distribution) of the acoustic standing wave generated in the passenger compartment of the railway vehicle without the lid 17 on the cargo rack 18 having general dimensions. FIG. 6 is a longitudinal sectional view of a railway vehicle in the longitudinal direction of the vehicle body. When viewed in correspondence with FIG. 1, the acoustic standing wave generated in the cabin 15 is centered in the width direction and height direction in the cabin 15 and the floor. The sound pressure becomes abdominal at the center portion in the width direction of the surface, the end portion in the width direction of the floor surface, the center portion of the ceiling 21, the window, and the cargo rack portion 16. On the other hand, as shown in FIG. 5, it is the position that becomes the node of the sound pressure that the air particle vibration speed optimum for applying the sound absorbing material becomes an antinode. The place where the lid 17 of the load shelf 16 is installed is an antinode of this air particle vibration speed.

  Therefore, by providing the lid 17 with air permeability and having a structure in which the lid 17 is rigid and further has a sound absorbing mechanism, the lid 17 and the cargo rack 18 function as a sound absorbing layer, and the cargo rack of the cargo rack section 16. 18, the lid 17, and the space enclosed by the inner wall 19, that is, the air in the inner space of the cargo rack portion 16 plays the role of a back air layer, and the acoustic standing wave generated in the cabin 15 is effectively prevented. Can be reduced. As a result, the noise in the passenger compartment of the railway vehicle can be reduced without significantly increasing the weight and cost, and without significantly reducing the living space of the passenger cabin 15 and the capacity for storing luggage.

  FIG. 7 shows another embodiment of the present invention, and FIG. 8 shows the detailed structure of the lid 17 (FIG. 7). In this embodiment, a metal or resin mesh 31 is used instead of the perforated plate 30 used on both sides of the passenger compartment 15 side of the lid 17 and the inner side of the cargo rack 16 in the first embodiment shown in FIGS. It is an example of a structure in which both outer surfaces are finally covered with a fabric 32 after the outer shell portion is configured by use. In the structure shown in Example 2 using such a lid 17, a high-quality material feeling is born by the fabric 32 becoming the surface, the design in the cabin is not hindered, and the strength, breathability and sound absorption required for the lid 17 are obtained. It becomes possible to balance the sex. Since other structures are the same as those of the first embodiment, the same elements are denoted by the same reference numerals, and the description thereof is omitted.

  FIG. 9 shows still another embodiment of the present invention, and FIG. 10 shows the detailed structure of the lid 17 (FIG. 9). The structure of the third embodiment shown in FIGS. 9 and 10 is different from the structure of the load rack lid 17 of the first embodiment shown in FIGS. As a communication portion that communicates with the internal space of the portion 16, the lid 17 is provided with a plurality of holes 33 penetrating both sides of the cabin 15 side and the interior side of the cargo rack portion 16, and the inner diameter of the hole 33 is defined as the hole 33. The outer surface is covered with a cloth 32 as used in the second embodiment. In this way, the lid 17 has a structure in which air permeability, strength, and design are achieved, and a sound absorbing mechanism can be achieved simultaneously by friction of air inside the hole 33.

  FIG. 11 shows still another embodiment of the present invention. In the fourth embodiment shown in FIG. 11, with respect to the structure of the loading rack portion 16, when the lid 17 is closed, an opening is formed between the front end portion of the loading rack 18 and the lower portion of the lid 17, and the inside of the loading rack portion 16. A structure in which a communication portion 36 that communicates with the guest room 15 is provided, and an airtight film 34 such as a sealing sheet or the like is adhered to the interior of the cargo rack portion 16 with an adhesive layer 35 to form a cavity. It is. With such a structure, the load shelf 16 forms a Helmholtz type sound absorber by the cavity and the communication part 36, and the air located in the communication part 36 moves violently as one lump. For this reason, at the resonance frequency corresponding to the sound absorber composed of the cavity and the communication portion 36, a large viscous friction loss of air occurs and the acoustic energy is dissipated, so that a large sound absorption coefficient can be obtained.

  FIG. 12 is an example in which the sound absorption coefficient of the sound absorber shown in FIG. 11 configured on the load shelf 16 is measured by a reverberation chamber method. As shown in FIG. 12, the sound absorption coefficient of the sound absorber composed of the cargo rack 16 can be obtained at a frequency a [Hz] by changing the size of the communication portion 36. For example, when the frequency of the acoustic standing wave shown in FIG. 6 is 250 Hz, by changing the size of the communication part 36 of the cargo rack part 16, the sound absorber composed of the cargo rack part 16 shown in FIG. It can be configured to obtain a large sound absorption coefficient. FIG. 13 is a graph showing how the noise in the passenger compartment of a railway vehicle is reduced by providing the load shelf 16 that constitutes the above-described sound absorber. In FIG. 13, a graph indicated by a broken line is a noise spectrum in a conventional example in which the load rack portion 16 is not configured as a sound absorber, and a graph indicated by a solid line is a noise spectrum in the example of the present invention in which the load shelf portion 16 is configured as a sound absorber. is there. As shown in FIG. 13, the noise level of 250 Hz, which is an acoustic standing wave that excels in the cabin, is effectively reduced by the sound absorber made of the cargo rack portion 16, so that the weight and cost are not significantly increased. In addition, a low-noise railway vehicle can be obtained without significantly reducing the living space of the guest room and the capacity for storing luggage.

  FIG. 14 shows another embodiment in which a sound absorber is configured in the load shelf 16. FIG. 15 is a detailed view of part A shown in FIG. The loading rack portion 16 is provided along the longitudinal direction of the railway vehicle 10 on the passenger cabin side of the eaves portion 14 extending from the side structure 12 constituting the railway vehicle 10 to the roof structure 13. The luggage rack portion 16 includes a luggage rack 18 on which baggage and the like are placed, an inner wall 19 having a design and an inside wall of the luggage rack portion 16, and a lid 17 for taking in and out the baggage. The end of the inner wall 19 on the roof structure 13 side is fixed to a support that is integrally formed with the roof structure 13 and suspended via an inner wall support 19a. Although not shown, the end of the inner wall 19 on the side structure 12 side may be fixed directly to the side structure 12 or may be fixed to the end of the cargo rack 18 near the side structure 12.

  As shown in FIG. 15, the lid 17 is made of a shape member in which two opposing face plates 17 b and 17 c are connected by ribs 17 d, and a rotating shaft 17 a is provided at the upper end portion of the cargo rack lid 17. ing. Although not shown, the rotation shaft 17a is supported by the inner wall support 19a. The lid 17 is configured to be opened and closed by rotating (arrow 50) from the side structure 12 toward the roof structure 13 with the rotation shaft 17a as a fulcrum, so that baggage and the like can be stored inside the luggage rack portion 16. Has been. In the vicinity of the rotation shaft 17a of the face plate 17c on the back side of the lid 17 and the rib 17d adjacent to the rotation shaft 17a, openings formed of a plurality of holes are provided. A gap is formed between the upper end edge of the face plate 17 b and the ceiling 21 so as to continue to the passenger cabin 15. Accordingly, the opening provided in the face plate 17c and the rib 17d functions as a communication portion that communicates the interior of the cargo rack portion 16 and the cabin 15 with the lid 17 closed, and the lid 17, the cargo rack 18, When the internal space of the cargo rack portion 16 formed by the inner wall 19 functions as a hollow portion, the cargo rack portion 16 is configured as a sound absorber. Since the communicating portion from the face plate 17c to the rib 17d is bent, the air (70) vibrated violently in the communicating portion causes a large viscous friction loss due to the bending loss and dissipates the acoustic energy. Can be obtained. Since the opening portion is not provided in the passenger-side face plate 17b of the lid 17, it is possible to configure the load rack portion 16 having high designability without the opening portion being in contact with the eyes of the passenger. For this reason, while having high designability, it is possible to reduce the noise in the passenger compartment of the railway vehicle without significantly increasing the weight and cost, and without significantly reducing the accommodation space of the passenger compartment and the capacity for storing luggage. It is to be noted that the same effect can be obtained by disposing the porous material 40 in the space (the space where the arrow 70 indicating the movement of the air is shown) forming the communication portion from the face plate 17c and the rib 17d constituting the lid 17. Can be obtained. In addition, in place of or in addition to the opening provided in the rib 17d, an opening that communicates with the opening of the face plate 17c can also be formed on the passenger-side face plate 17b of the lid 17.

  FIG. 16 shows another embodiment of the lid 17. The lid 17 shown in the sixth embodiment is formed of a shape member composed of opposed face plates 17b and 17c and a rib 17d, and includes a communication portion 55 and a sound absorbing portion 56. The communicating portion 55 is a porous member fixed to the face plates 17b and 17c after the porous material 40 is disposed in the opening formed by removing a part of the face plates 17b and 17c in the vicinity of the rotation shaft 17a of the lid 17. It is formed by holding the porous material 40 inside the lid 17 by the plates 30 and 30. The sound absorbing portion 56 is fixed to the face plate 17c after the porous material 40 is disposed in a space formed by removing a part of the face plate 17c constituting the lid 17 on the inner side of the load rack portion 16 of the lid 17. It is formed by holding the porous material 40 inside the lid 17 by the porous plate 30. The perforated plate 30 is fixed with rivets or the like at arbitrary locations on the face plates 17b and 17c in the vicinity of the rib 17d.

  In the state where the lid 17 is closed, the communication portion 55 forms a communication portion that communicates the interior of the cargo rack portion 16 with the cabin 15, and the internal space of the cargo rack portion 16 that includes the lid 17, the cargo rack 18, and the inner wall 19. , Which functions as a cavity, the load shelf 16 functions as a sound absorber. The air located in the porous material 40 disposed in the communication portion 55 vibrates the air of the bubbles inside the porous material 40 in the process of vigorously vibrating. At this time, viscous friction of air occurs on the inner surface of the bubble of the porous material, and sound energy is significantly dissipated, so that sound can be absorbed effectively. For this reason, the noise in the passenger compartment of the railway vehicle 10 can be reduced without significantly increasing the weight and cost, and without significantly reducing the accommodation space and luggage storage capacity of the passenger compartment. Furthermore, since the high frequency component of the in-vehicle noise that tries to enter the interior space of the cargo rack portion 16 from the communication portion 55 is also absorbed by the sound absorbing portion 56 provided in the lid 17, a greater noise reduction effect can be obtained. Can do. Note that the sound absorbing portion 56 provided in the lid 17 described in the sixth embodiment may be applied to the lid 17 described in the fifth embodiment.

  FIG. 17 is a detailed view of the cargo rack 18 shown in FIG. As shown in FIG. 17, the cargo rack 18 is formed of a shape member in which two opposing face plates 18 b and 18 c are connected by ribs 18 d, and an L-shape is formed on the upper end portion of the cargo rack 18 on the side structure 12 side. A shaped locking portion 18e is provided. The side structure 12 is provided with a placing portion 12b that receives and receives the locking portion 18e of the load shelf 18. The cargo rack 18 is configured such that after the locking portion 18e of the cargo rack 18 is locked to the mounting portion 12b of the side structure 12, the lower end of the cargo rack 18 on the side structure 12 side is fixed to the fixed rail 12c provided in the side structure 12. Is fixed to the railway vehicle 10 by fixing it with bolts and nuts 60.

  A part of the face plate 18c of the cargo rack 18 is removed as long as the strength as a cargo rack is not impaired, and a space is formed. After the porous material 40 is disposed inside the space, the porous material 40 is held inside the cargo rack 18 by the porous plate 30 to constitute a sound absorbing portion. The perforated plate 30 is fixed to the face plate 18c in the vicinity of the rib 18d with rivets or the like. By providing a sound absorbing portion in the cargo rack 18, it is possible to absorb noise of high frequency components that enter the vehicle when the railway vehicle 10 travels at a high speed. Further, when passing through the tunnel during high speed traveling, even if the fluid is vibrated in the tunnel and the load shelf bottom plate 18a vibrates, the porous material 40 and the porous plate 30 cause the sound from the load shelf bottom plate 18a to enter the cabin 15. Can be obtained. Therefore, as a result, it is possible to reduce the noise in the passenger compartment of the railway vehicle without significantly increasing the weight and cost, and without significantly reducing the living space of the guest room and the capacity for storing luggage.

DESCRIPTION OF SYMBOLS 10 ... Railway vehicle body 11 ... Underframe 12 ... Side structure 12b ... Mounting part 12c ... Fixed rail 13 ... Roof structure 14 ... Eave part 15 ... Guest room 16 ... Loading rack part 17 ... Lid 17a ... Rotary shaft 17b, 17c ... Face plate 17d ... Rib 18 ... Shelf 18b, 18c ... Face plate 18d ... Rib 18e ... Locking portion 19 ... Inner wall 19a ... Inner wall support 20 ... Chair 21 ... Ceiling 25 ... Heat insulating material 28 ... Horizontal beam 30 ... Perforated plate 31 ... Resin or metal Mesh 32 ... cloth 33 ... hole 34 ... sealing sheet 35 ... adhesive layer 36 ... communication part 40 ... porous material 50 ... arrow 55 indicating rotation of load shelf lid ... communication part 56 ... sound absorbing part

Claims (9)

A load shelf that has a roof structure, a side structure, and an eave portion that connects the roof structure and the side structure, and places baggage along the longitudinal direction of the eave portion in the vicinity of the cabin side of the eave portion And a railway vehicle comprising a cargo rack portion composed of a lid arranged in a baggage taking-in / out portion of the cargo rack,
The lid of the load shelf and the load shelf are each configured with a plate-like structure, and both or one of the plate-like structures is arranged between a porous plate disposed on both front and back surfaces and the two porous plates. A railway vehicle comprising a single layer or multilayer laminated porous material arranged. A load shelf that has a roof structure, a side structure, and an eave portion that connects the roof structure and the side structure, and places baggage along the longitudinal direction of the eave portion in the vicinity of the cabin side of the eave portion And a railway vehicle comprising a cargo rack portion composed of a lid arranged in a baggage taking-in / out portion of the cargo rack,
The lid of the load shelf and the load shelf are each configured with a plate-like structure, and either or both of the plate-like structures are made of metal or resin nets respectively disposed on both the front and back surfaces. A railway vehicle comprising: an outer shell portion having a cloth covering from above the net-like body; and a single layer or multilayer laminated porous material disposed between the outer shell portions. A load shelf that has a roof structure, a side structure, and an eave portion that connects the roof structure and the side structure, and places baggage along the longitudinal direction of the eave portion in the vicinity of the cabin side of the eave portion And a railway vehicle comprising a cargo rack portion composed of a lid arranged in a baggage taking-in / out portion of the cargo rack,
The lid and the load shelf of the load shelf portion are each configured with a plate-like structure, and both or one of the plate-like structures is formed with a hole penetrating both front and back surfaces, and the inner diameter of the hole is The railway vehicle is characterized in that it is sufficiently smaller than the depth of the through-hole, and the lid is covered with a cloth on the passenger-side surface thereof. A load shelf that has a roof structure, a side structure, and an eave portion that connects the roof structure and the side structure, and places baggage along the longitudinal direction of the eave portion in the vicinity of the cabin side of the eave portion And a railway vehicle comprising a cargo rack portion composed of a lid arranged in a baggage taking-in / out portion of the cargo rack,
The said lid | cover is provided with the communication part which connects the inside of the said cargo rack part, and the said guest room, The rail vehicle characterized by the above-mentioned. The railway vehicle according to claim 4,
The lid is made of a shape composed of a face plate arranged on both front and back surfaces and a rib connecting the double-sided plate,
The railcar is characterized in that the communication portion is configured by a through-hole provided in the front and back face plates, or a through-hole provided in the back-side face plate and the rib. In a railway vehicle having a roof structure, a side structure, and an eave part connecting the roof structure and the side structure, and having a load shelf part in the longitudinal direction of the eave part in the vicinity of the cabin side of the eave part ,
The load rack part is composed of a load rack on which baggage is placed, a lid provided in a baggage loading / unloading part of the load rack, and an inner wall arranged along the surface of the eaves part on the cabin side. ,
The lid is made of a shape in which front and back double-sided plates are connected by ribs, and includes a communication portion and a sound absorbing portion that connect the interior space of the cargo rack portion and the cabin,
The communication part is composed of the face plate in which an opening is formed, and a perforated plate that covers the face plate in a state where a hole communicates with the opening.
The sound absorbing portion includes an opening provided in one of the face plates, a porous material inserted into a space including the opening, the other face plate, and the rib, and a state in which a hole communicates with the opening. And a perforated plate covering the other face plate. In a railway vehicle having a roof structure, a side structure, and an eave part connecting the roof structure and the side structure, and having a load shelf part in the longitudinal direction of the eave part in the vicinity of the cabin side of the eave part ,
The load rack part is composed of a load rack on which baggage is placed, a lid disposed in a baggage take-in / out part of the load rack, and an inner wall disposed along the cabin-side surface of the eaves part,
The lid is disposed at the end of the lid near the roof structure so as to be openable and closable around an axis provided along the longitudinal direction of the railcar.
A railway vehicle in which a gap between the lid and the cargo rack formed when the lid is closed forms a communication portion that communicates the interior of the cargo rack with the cabin. In the railway vehicle according to any one of claims 4 to 7,
The load shelf is made of a material in which front and back double-side plates are connected by ribs, and one of the face plates is provided with an opening,
A porous material is inserted into the space formed by the opening, the other face plate, and the rib,
A rail vehicle, wherein the one face plate is provided with a perforated plate that covers the opening in a form in which a hole communicates with the opening. In a railway vehicle having a roof structure, a side structure, and an eave part connecting the roof structure and the side structure, and having a load shelf part in the longitudinal direction of the eave part in the vicinity of the cabin side of the eave part ,
The load rack part is composed of a load rack on which baggage is placed, a lid disposed at a baggage take-in / out part of the load rack, and an inner wall disposed along the cabin-side surface of the eaves part. ,
For all or any of the lid of the load shelf, the load shelf and the inner wall, an airtight film is bonded to the inner side of the load shelf,
A railway formed in a facing portion between the load shelf and the lid in a state where the load shelf is closed forms a communication portion that connects the interior of the load shelf portion and the cabin. vehicle.

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