JP2012061904A - Railway vehicle structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a railway vehicle structure including a floor structure having excellent manufacturing workability, and suppressing transmission noise and vibration emission noise (solid-borne sound) which determine noise in the vehicle during high-speed running without increasing the mass of the railway vehicle structure.SOLUTION: A large noise part of an underframe 40 in a truck upper part is recognized based on a test result. A damping material 110 and a floor structure 100a large in specific gravity are arranged only in the large noise part of the underframe 40. A floor structure 100b small in specific gravity is arranged in a small noise part of the underframe 40. The increase of mass can be minimized by the floor structure, thereby achieving the railway vehicle structure 1 that facilitates weight reduction and reduces noise in the vehicle. The damping material is directly stuck to the upper surface of the underframe 40 secured in flatness, thereby improving manufacturing workability.

Description

  The present invention relates to a railway vehicle structure having a floor structure on an upper surface of a frame, and more particularly to a railway vehicle structure having a floor structure that can improve manufacturing workability and weight reduction and improve sound insulation.

  In recent years, aluminum alloys having excellent extrudability, corrosion resistance, and weldability have been developed as materials for railway vehicle structures. Along with this, in the railway vehicle structure, a structure in which a large-sized aluminum alloy material is effectively used has become the mainstream in terms of weight reduction and production rationalization. In addition to the above-mentioned weight reduction and production rationalization, there is an increasing tendency to improve the comfort of the interior environment such as noise reduction and ride comfort. In order to improve the comfort in the vehicle, it is necessary to extract a factor that inhibits the comfort, and to identify the source and propagation path of the factor that inhibits the comfort.

  One of the factors that hinders comfort is the increase in in-vehicle noise when a railway vehicle travels at high speed, and the mechanism of in-vehicle noise is elucidated. In particular, in-vehicle noise when traveling at high speeds in so-called light sections other than tunnels is the result of the bogie rolling on the track oscillating the car body, resulting in the floor part of the car body vibrating and entering the car from the floor surface. Vibration radiation sound (solid propagation sound) radiating sound, rotation noise of the main motor of the bogie and noise from the gear unit that transmits the rotation of the main motor to the wheel axis in the electric vehicle, and the wheels of both the electric car and the accompanying car are rails It is becoming clear that the rolling sound rolling up is determined by the transmitted sound that penetrates the floor and enters the vehicle.

  As shown in Patent Document 1, in order to reduce these transmitted sound and vibration radiation sound (solid propagation sound), an elastic floor is stretched on the upper surface of the underframe of both the electric vehicle and the accompanying vehicle, and the thickness of the elastic floor is increased. By attaching metal flooring to the middle or upper surface, even if the bogie or the like vibrates the railway vehicle structure and the main motor's rotating sound is generated, it is difficult for sound to be radiated from the floor surface, increasing in-car noise A railway vehicle structure is not devised.

JP 2009-255732 A

  In order to suppress the transmitted sound and vibration radiated sound (solid propagation sound) that dominate the vehicle interior noise, a metal flooring is affixed to the middle or top surface of the elastic floor that is affixed to the top surface of the underframe. By attaching, the noise in the vehicle can be reduced, but the mass of the railway vehicle structure tends to increase. Furthermore, it takes time to secure the flatness when the metal floor material is pasted, and there is a point that should be improved in terms of workability.

  The object of the present invention is to minimize the increase in the mass of the railway vehicle structure, and to improve the workability of the floor structure, effectively transmitting the transmitted sound and vibration radiation sound (solid propagation sound) that are dominant in the vehicle interior noise. It is to provide a railway vehicle structure having a floor structure that can be suppressed.

  The present invention employs the following means in order to solve the above problems. That is, the present invention relates to a railway vehicle structure having a floor structure provided directly on the upper surface of the underframe, and the electric vehicle is provided with the floor structure having different specific gravity in the longitudinal direction and the width direction of the railway vehicle structure. The gist of this invention is that the car is provided with the floor structure having the same specific gravity in the longitudinal direction and the width direction of the railway vehicle structure, and the electric vehicle is provided with a damping material directly on the upper surface of the frame.

  The present invention includes two side beams spaced in parallel, end beams that intersect the longitudinal direction at both ends in the longitudinal direction of the side beams, and that connect the both ends, and the side beams The floor having the end beams on the periphery and the floor are arranged in parallel to the end beams, and are arranged on the lower surface of the floor at a predetermined distance from the end beams toward the center of the side beams. The frame includes a pillow beam disposed and a middle beam connecting the central portions of the pillow beam and the end beams, and a flat floor structure is provided directly on the upper surface of the frame. The railway vehicle structure is provided with the floor structure having different specific gravities in the longitudinal direction and the width direction of the railway vehicle structure.

  Further, the present invention provides the railway vehicle, wherein the floor structure is configured by laminating a damping material or a base treatment layer, an intermediate layer, a surface treatment layer, and a floor covering in order from the upper surface of the underframe. Can be achieved by structure.

  According to the railway vehicle structure according to the present invention, the electric vehicle changes the specific gravity of the floor structure in the width direction and the longitudinal direction of the railway vehicle structure, and further uses the damping material only in the place where the vibration / noise level is high. While suppressing an increase in mass of the vehicle structure, it is possible to effectively reduce transmitted sound transmitted from the floor structure into the vehicle and vibration radiation sound (solid propagation sound) radiated from the floor structure into the vehicle.

  Moreover, the workability can be improved by attaching the vibration damping material directly to the upper surface of the underframe that is already flat.

It is a perspective view of a railway vehicle structure. It is sectional drawing (AA sectional drawing) of the floor part of the railway vehicle structure shown in FIG. It is a top view which shows the BB cross section of the railway vehicle structure shown in FIG. It is a figure for grasping | ascertaining the noise distribution in the trolley | bogie part of the floor part at the time of high speed driving | running | working. It is a top view of the floor structure (electric vehicle) which has the specific gravity which changed in the longitudinal direction and the width direction of the vehicle body. It is a top view of the floor structure (accompanying vehicle) which has the same specific gravity in the longitudinal direction and the width direction of a vehicle body. It is CC sectional drawing of the railway vehicle structure shown in FIG. FIG. 6 is a DD cross-sectional view of the railway vehicle structure shown in FIG. 5. It is EE sectional drawing of the railway vehicle structure shown in FIG. 5, FIG.

  Hereinafter, a railway vehicle structure according to the present invention will be described with reference to the accompanying drawings.

  FIG. 1 is a perspective view of a general railway vehicle structure. The railcar structure 1 has side structures 30 and 30 erected at both ends in the width direction of the frame 40, and wife structures 20 and 20 are erected at both ends in the longitudinal direction of the frame 40. 30 and the wife structures 20 and 20 are in the form of a hexahedron in which the roof structure 10 is placed on the upper end. The side structure 30 is provided with windows, side sliding doors on which passengers get on and off, and the like, and the wife structure 20 is provided with through-doors for passengers and crew members to travel between railway vehicles.

  2 is a cross-sectional view taken along line AA of the railway vehicle structure shown in FIG. 1, and FIG. 3 is a cross-sectional view taken along line BB (plan view) of FIG. Each structure constituting the railway vehicle structure 1 is constituted by a hollow extruded shape member in which two facing face plates are connected by a connection plate. The material of the hollow extruded shape is mainly 6N material having excellent extrudability and weldability among aluminum alloys. Since the hollow extruded shape is manufactured by extrusion, the maximum size is determined by the performance of the extruder and the die (extrusion die). A width dimension of about 600 mm perpendicular to the extrusion direction is common. The roof structure 10, the side structure 30, the floor 50, and the like are arranged by arranging a predetermined number of extruded shapes in a planar shape along the extrusion direction, and then FSW joining ends in the width direction of the extruded shapes. Alternatively, it is manufactured by joining by MIG welding or the like.

  The underframe 40 includes side beams 46, 46 provided at both ends in the width direction of the railway vehicle structure 1 and end beams 48, 48 provided at both ends in the longitudinal direction of the railway vehicle structure 1. The floor 50 is laid on the surface surrounded by the end beams. As described above, the floor 50 is configured by arranging hollow extruded shapes whose opposing planes are connected by a connection plate along the extrusion direction, and then joining both ends in the width direction. Pillow beams 44 and 44 are provided along the width direction of the railway vehicle structure 1 on the lower surface of the underframe 40 and closer to the center by a predetermined distance from both longitudinal ends of the railway vehicle structure 1. . Air spring receivers 44 a and 44 a for receiving air springs provided in the carriage are provided on the lower surface side of both ends of the pillow beam 44, and a center pin 44 b is provided on the lower surface side of the central portion of the pillow beam 44. Provided. Yaw damper receivers 44c and 44c are provided along side beams 46 in the vicinity of the air spring receivers 44a and 44a of the pillow beam 44. Further, on the lower surface side of the frame 40 and at the center in the vehicle width direction of both ends in the longitudinal direction of the vehicle body, intermediate beams 42 are provided along the longitudinal direction of the vehicle body. Although not shown in the drawing, the middle beams 42 and 42 are provided with a coupler for connecting the railway vehicle structures 1 to each other, so that a large compressive and tensile load acts. Therefore, the intermediate beams 42 and 42 connect the end beams 48 and the central portions of the pillow beams 44 to increase the rigidity thereof, and the intermediate beams 42 positioned at both ends in the longitudinal direction of the railway vehicle body 1 are connected to each other. It has a funnel-like shape that spreads outward so that the vessel can rotate in a horizontal plane. The floor structure 100 is disposed on the upper surface inside the underframe 40 of the railway vehicle structure 1 configured as described above. Thereafter, a seat and an interior material are carried on the floor structure to form a railway vehicle.

  The railway vehicle structure 1 is supported by two carriages via pillow beams 44 provided at both ends in the longitudinal direction. Although not shown, air springs are provided at both ends in the sleeper direction of the carriage frame constituting the carriage, and the air springs are provided at both ends of the pillow beam 44 constituting the carriage 40 of the railway vehicle structure 1. The railway vehicle structure 1 is supported via the air spring receiver 44a. Then, in order to prevent the snake from swinging and vibrating in a horizontal plane during high-speed traveling, both ends of the trolley (in the vicinity of the air spring) and the yaw damper receiver 44c provided in the pedestal frame 40 are connected by a yaw damper. ing. Further, in order to transmit the traction force of the carriage to the railway vehicle structure 1, the central portion of the carriage and the central pin provided at the central portion of the pillow beam 44 are connected by a traction link.

  When the railway vehicle structure 1 travels at a high speed, in the vehicle located above the carriage, the rotation sound of the main motor of the carriage, the noise from the gear device that transmits the rotation of the main motor to the wheel shaft, and the wheels are rail Rolling sound that rolls up through the frame 40 and penetrates into the vehicle, and the vibration of the cart vibrates the central pin provided on the pillow beam 44 via the tow link, or the cart As a result, the frame 40 near the pillow beam 44 and the floor 50 vibrate, and sound is emitted from these surfaces. It can be roughly divided into vibration radiation sound (solid propagation sound). Of these, it has been found that transmitted sound greatly contributes to in-vehicle noise.

  FIG. 4 is a plan view of the carriage portion 70 of the underframe 40 constituting the railway vehicle structure 1, and shows a state before the floor structure 100 is laid on the upper surface of the underframe 40. As a result of measuring the contribution ratio of the transmitted sound and the vibration radiation sound (solid propagation sound) to the in-vehicle noise of the carriage unit 70, it is found that the transmitted sound is dominant. Therefore, based on the result of this experiment, in order to grasp the level of sound transmitted through each part of the frame 40 when a sound source is assumed below the frame 40, it is divided into 7 in the longitudinal direction of the vehicle and 6 in the vehicle width direction. It divided and identified the part with the high level of a transmitted sound, and the low part. As a result, portions of the carriage unit 70 of the underframe 40 where the noise level due to the transmitted sound is low are (1) -A portion, (1) -F portion, (7) -A portion, (7) -B portion. , (7) -E part, (7) -F part, and the other parts were found to be high noise levels.

  FIG. 5 is a plan view showing a state in which the floor structure 100 is disposed on the upper surface of the frame 40 constituting the railcar structure 1 in the electric vehicle, and FIG. 6 shows the railcar structure 1 in the accompanying car. It is a top view which shows the state by which the floor structure 100 was arrange | positioned on the upper surface of the underframe 40 to do. 7 is a cross-sectional view taken along the line C-C in FIG. 5 (half the width direction of the railway vehicle structure 1), and FIG. 8 is a cross-sectional view taken along the line DD in FIG. These are the EE cross sections (half of the width direction of the railway vehicle structure 1) of FIG. 5, FIG. In order to reduce in-vehicle noise, the electric vehicle is provided with a floor structure 100a having a large specific gravity and a damping material 110 (see FIG. 7) at a portion with a large noise level found in FIG. By suppressing the sound pressure level, the sound pressure level radiated from the surface of the floor structure 100a into the vehicle is reduced. According to the present invention, the floor structure 100a having a large specific gravity and the damping material 110 are disposed only in the portion of the underframe 40 where the vibration / noise level is large, so that the portion of the underframe 40 where the vibration / noise level is low. Since the floor structure 100b having a small specific gravity is disposed, an increase in the mass of the floor structure can be minimized, so that the weight reduction of the railway vehicle structure 1 can be promoted while suppressing in-vehicle noise.

  The accompanying vehicle has a lower vibration / noise level than the electric vehicle, and in order to reduce vehicle interior noise, the floor structure 100b having a small specific gravity is disposed on the entire surface of the frame 40 of the accompanying vehicle to reduce the vibration / noise level. By suppressing, the sound pressure level radiated from the surface of the floor structure 100b into the vehicle is reduced.

  The configuration of the floor structure 100a having a large specific gravity, the floor structure 100b having a small specific gravity, and the damping material 110 will be described using cross-sectional views including the floor structure shown in FIGS. First, in order to lay the floor structure 100 directly on the upper surface inside the undercarriage 40 (floor 50) of the railcar structure 1, the upper surface of the underframe 40 (floor 50) is cleaned and degreased. Next, the base treatment layer 120 is formed with a primer or the like on the upper surface of the deframe 40 (floor 50) that has been degreased except for the range where the damping material 110 is attached. The ground treatment layer 120 fills small irregularities formed on the upper surface of the frame 40 (floor 50) to improve smoothness, and the intermediate layer 130 to be subsequently applied is firmly bonded to the frame 40 (floor 50). It is applied to make it difficult to peel off. Further, the damping material 110 is directly attached to the upper surface of the underframe 40 (floor 50) that has been degreased with an adhesive.

  After the ground treatment layer 120 is dried, the intermediate layer 130 is applied to the top surface of the ground treatment layer 120 or the top surface of the vibration damping material 110. The intermediate layer 130 is a layer that determines the specific gravity of the floor structures 100a and 100b. The intermediate layer 130 is formed by adding a binder (binder), a curing agent and the like to granular rubber and wood chips, and then stirring in a mixing container such as a mixer. After sufficiently stirring, the intermediate layer 130 is overcoated on the upper surface of the base treatment layer 120 or the upper surface of the vibration damping material 110. In this process, the mixing ratio of the granular rubber is changed, and the intermediate layer 130a having a large specific gravity after laying the mixture of the granular rubber having a large specific gravity, a binder (binder), a curing agent and the like is laid, and the granular rubber and the wood having a small specific gravity A plurality of intermediate layers 130b having a small specific gravity of a mixture including a chip, a binder (binder), a curing agent, and the like are prepared, and the intermediate layer 130a is appropriately selected according to the magnitude of the vibration / noise level specified above. , 130b is selectively applied. By this step, the floor structure 100 having a predetermined specific gravity can be formed at an arbitrary portion on the upper surface of the underframe 40. The intermediate layer 130 has extremely flame-retardant or non-flammable properties.

  After the intermediate layer 130 is dried, the smooth finish 140 is applied to the upper surface of the intermediate layer 130. The smooth finishing material 140 is applied to fill the unevenness formed on the surface of the intermediate layer 130 to obtain a flat surface. After the smooth finishing material 140 is dried, the floor structure 100 is formed by disposing a floor covering 150 (extremely flame-retardant or non-combustible carpet, vinyl chloride covering, etc.) on the upper surface thereof. Is done.

  In the present invention, the floor structure 100 is arranged directly on the upper surface of the underframe 40 inside the vehicle. Therefore, after identifying the part of the underframe 40 having a large vibration / noise level through experiments or the like, The floor structure 100 having a larger specific gravity can be disposed only on the upper surface of a portion having a large vibration / noise level. As a result, it is possible to realize a railway vehicle that is excellent in manufacturing workability and suppresses an increase in the mass of the railway vehicle structure 1 to a minimum and has a low in-vehicle noise level at high speed.

  In the above-described embodiment, the case where a floor structure having an arbitrary specific gravity is disposed on the underframe of a railway vehicle structure constituted by a hollow extruded shape member made of aluminum is shown. It can also be applied to stainless steel railway vehicle structures.

DESCRIPTION OF SYMBOLS 1 Railcar structure 10 Roof structure 20 Wife structure 30 Side structure 40 Underframe 42 Middle beam 44 Pillow beam 44a Air spring receiver 44b Center pin 44c Yo-damper receiver 46 Side beam 48 End beam 50 Floor 70 Carriage part 72 Central part 100 Floor structure 100a Floor structure (high specific gravity)
100b Floor structure (low specific gravity)
110 Damping material 120 Ground treatment layer 130 Intermediate layer 130a Intermediate layer (high specific gravity)
130b Intermediate layer (low specific gravity)
140 Smooth finish 150 Floor covering

Claims (3)

Two side beams that are spaced in parallel, end beams that intersect the longitudinal direction at both ends in the longitudinal direction of the side beams, and that connect the both ends; the side beams and the end beams; Are arranged in parallel to the end beam and at the lower surface of the floor at a predetermined interval from the end beam toward the center of the side beam. A railway vehicle structure provided with a underframe comprising a pillow beam and a middle beam connecting the center portions of the pillow beam and the end beams, and a flat floor structure directly provided on the upper surface of the underframe In
In the longitudinal direction and the width direction of the railway vehicle structure, the floor structure having different specific gravity is provided,
A railway vehicle structure characterized by In the railway vehicle structure according to claim 1,
The floor structure is constructed by laminating a damping material or a base treatment layer, an intermediate layer, a smooth finish layer, and a floor covering in order from the upper surface of the underframe,
A railway vehicle structure characterized by In the railway vehicle structure according to claim 2,
The specific gravity of the floor structure is adjusted by the amount of granular rubber included in the intermediate layer,
A railway vehicle structure characterized by

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