JP2012250683A - Vibration proof floor structure of railroad vehicle and method for fixing the same - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vibration proof floor structure of a railroad vehicle, which dispenses with a process for installing a vibration proof material to a vehicle structure (base frame) side in a vehicle assembling site to simplify/facilitate works in the vehicle assembling site and wherein the vibration proof material is not deteriorated, and to provide a method for fixing the same.SOLUTION: The core material 102 of an upper floor 110 and the vibration proof materials 106, 107 arranged vertically of the core material 102 are held between a screwed pipe 103 provided with a screwed quantity restriction part and a support plate 104 formed with a screw hole to be meshed with the screw part of the screwed pipe 103, to be integrated with the upper floor 110. Then, a screw 115 is inserted from above into the through-hole 114 formed in the screwed pipe 103 and is screwed into the screw hole 116 formed in the base frame 113 or a joist, causing the upper floor 110 to be fixed through the vibration proof materials 106, 107.

Description

  The present invention relates to an anti-vibration floor structure for a railway vehicle and a fixing method thereof.

  2. Description of the Related Art Conventionally, as a vibration-isolating floor structure for a railway vehicle, in order to prevent direct transmission of vibration, a floor plate is supported on an upper surface of a frame via an elastic member. That is, a vibration isolating member is attached to a floor receiving member provided on a structure floor plate of a vehicle structure, an interior floor plate is mounted on the vibration isolating member, and a vibration transmitted from the structure floor plate to the interior floor plate is attenuated by the vibration isolating member. It has been proposed to reduce the solid-borne sound radiated by the vibration of the.

  The structure in which the vibration isolation member is interposed in the mounting of the floor board to the underframe increases the number of parts and complicates the mounting work. Therefore, locking step portions are formed on both side surfaces of the vibration isolating member that supports the interior floor plate, a storage groove having an open top surface is formed in the floor receiving member provided on the structure floor plate, and an inner surface of one side wall of the storage groove is formed. An engaging portion that engages with the upper surface of the locking step portion on one side surface of the vibration isolating member, and a support portion that extends continuously outward from the other side wall of the storage groove. It has been proposed to reduce the number of parts and facilitate the mounting work by attaching a pressing plate having an engaging portion that engages with the upper surface of the locking step portion on the other side of the vibration isolating member (Patent Literature). 1).

JP 2001-48017 A

  The above prior art is a construction method in which a vibration isolator is first attached to a receiving member such as a joist provided on the vehicle structure side, and an upper floor is attached thereto. For this reason, since the process of attaching a vibration isolator to the vehicle structure side is required at the vehicle assembly site, there is a tendency that it takes time to complete the floor structure in some cases.

  On the other hand, if the anti-vibration material is to be attached to the upper floor in advance, the anti-vibration material is interposed between the upper floor and the vehicle, so if the anti-vibration material deteriorates, the upper floor is fixed to the vehicle. Since the axial force of the fixtures (screws, bolts, etc.) could not be secured, there was a concern that the fixtures would loosen due to aging of the vibration isolator.

  In addition, there is a case in which the magnitude of vibration varies depending on the location within a single vehicle, and it is desired to optimize the anti-vibration performance of the upper floor for each part of the vehicle. In such a case, in the conventional technology, it is necessary to change the structure of the vibration isolator mounting portion on the vehicle side, and the change at the end of development is not easy.

Therefore, as an anti-vibration floor structure for a railway vehicle, an anti-vibration material is integrated with the upper plate and assembled as a unit, and the integrated unit is used for a base frame constituting the vehicle structure or a joist included in the vehicle structure. This reduces the installation man-hours (time), suppresses loosening caused by aging of the anti-vibration material, and can easily change the vibration transmission (anti-vibration) characteristics to increase design flexibility. There are issues to be solved.
An object of the present invention is to integrate a vibration isolating material on an upper plate into a simple structure unit, and attach the integrated unit to a base frame forming a vehicle structure or a joist included in the vehicle structure. Assembling and mounting to the vehicle structure, etc. can be simplified and facilitated. Furthermore, loosening caused by aging of the anti-vibration material can be suppressed, and vibration transmission (anti-vibration) characteristics can be easily changed. It is an object to provide a vibration-isolating floor structure for a railway vehicle that can increase the degree of design freedom, and a method for fixing the structure to the vehicle structure side.

  In order to solve the above-described problems, the present invention provides a vibration-isolating floor structure for a railway vehicle that elastically supports an upper floor with respect to a base frame or a joist provided on the under-frame, and is provided with an anti-vibration material above and below the core material of the upper floor. Threaded through each through-hole formed by aligning the core plate, the anti-vibration material, and the support plate with the support plate sandwiched between the anti-vibration members. It is formed on the threaded pipe by being integrated with the upper floor in a state where the core member and the two vibration isolating materials are sandwiched between the two support plates and elastically deformed to the two vibration isolating materials by the screw action of the pipe. The screw passed through the through-hole is screwed into the screw hole provided in the frame or joist.

  Further, the present invention is a method for fixing a vibration isolator floor structure of a railway vehicle, wherein a vibration isolator is disposed above and below a core material of an upper floor, and a support plate is disposed between the both vibration isolators up and down. The core material, the two vibration isolating materials, and the both vibration isolating materials are connected to each other by the screw action of a threaded pipe that is passed through each through hole formed in alignment with each of the core plate, the two vibration isolating materials, and the support plate. In the state where both the vibration isolator are elastically deformed and integrated with the upper floor, the screw passed through the through hole formed in the threaded pipe is a screw hole provided in the underframe or the joist By screwing, the upper floor integrated with the vibration isolator is fixed to a base frame or a joist included in the base frame.

  When the threaded pipe is provided with a threaded amount limiting part, a screw hole that engages with the threaded part of the threaded pipe is provided in the support plate, and the core material on the upper floor and the anti-vibration material disposed above and below the core material are sandwiched. By screwing the threaded part of the threaded pipe into the threaded hole, the upper floor and the anti-vibration material can be integrated, and through the through hole provided in the threaded pipe from above, the frame or By screwing into the screw hole provided in the joist, the unit integrating the upper floor and the vibration isolator can be attached to the frame etc. using the threaded pipe at the position of the threaded pipe, and tightening at that time The force can also be supported on the underframe or the like through the threaded pipe. Therefore, excessive force does not act on the vibration isolator, and the vibration isolating characteristics of the vibration isolator can be maintained.

  According to the present invention, the vibration isolator is integrated with the upper floor in advance, and the upper floor can be assembled to the vehicle simply by fixing with a screw from above, so that the working time at the vehicle assembly site can be shortened. Further, since there is a screwing amount limiting portion, the axial force is maintained by the tightening force of the threaded pipe and the support plate screw portion, and the threaded pipe does not loosen even if the vibration isolator is deteriorated. Furthermore, the vibration isolating material can be easily cut out in the longitudinal direction, and the vibration isolating performance of the upper floor can be optimized by adjusting the notch width.

It is a vertical sectional view in the longitudinal direction of a railway vehicle provided with a vibration isolation floor. It is a perspective view which shows Example 1 of the vibration-proof floor structure of a railway vehicle by this invention. It is an assembly drawing of the vibration isolator attachment part in the vibration isolator floor structure shown in FIG. It is a model perspective view which shows an example of the attachment method to the vehicle body of the vibration-proof floor structure shown in FIG. It is a figure which shows the structural example from which the floor structure in FIG. 2 differs. It is sectional drawing which shows the example of another attachment method to the vehicle body of the vibration-proof floor structure shown in FIG. It is a perspective view which shows Example 2 of the vibration-proof floor structure of a railway vehicle by this invention. It is AA sectional drawing of the vibration-proof floor structure shown in FIG. 7 (Example 2). It is a perspective view which shows Example 3 of the vibration-proof floor structure of a railway vehicle by this invention. It is a perspective view which shows Example 4 of the vibration-proof floor structure of a railway vehicle by this invention. It is a figure which shows the assembly method of the upper floor shown in FIG.

  Hereinafter, with reference to the drawings, an embodiment of a vibration isolating floor structure for a railway vehicle and a fixing method thereof according to the present invention will be described.

  FIG. 1 is a vertical sectional view in the longitudinal direction of a railway vehicle structure 10 having a vibration-proof floor. In general, the railcar structure 10 includes a base frame 113 that forms a floor, side structures 100 and 100 that are erected on both sides in the width direction of the base frame 113, and a roof structure that is disposed at the upper end of the side structure 100. (Not shown) and a box structure (not shown) standing on both ends of the frame 113 in the longitudinal direction. In recent years, in order to reduce the weight and reduce the number of parts, the base frame 113, the side structure 100, and the like are configured by appropriately joining two opposed face plates and an extruded shape member having a plurality of ribs connecting the face plates. Yes. A joist 119 is provided on a face plate on the vehicle inner side (upper surface side) of the underframe 113 in order to fix an upper floor 110 described later.

  FIG. 2 is a perspective view showing a first embodiment of a vibration isolating floor structure for a railway vehicle according to the present invention, and a part thereof is shown in a sectional view. The upper floor 110 includes a core material 109 and face plates 111 and 111 attached to the core material 109. The core material 109 is made of, for example, wood, an aluminum honeycomb material, or a foamed aluminum material, but is not limited thereto. Core members 102 are disposed at both ends of the upper floor 110 and are integrated with the upper floor 110. Anti-vibration rubbers 106 and 107 as anti-vibration materials are integrated so as to sandwich the core member 102 vertically. When the anti-vibration rubbers 106 and 107 are sandwiched between the support plates 104 and 105 and the support plates 104 and 105 are fastened by the threaded pipe 103, the core plates 102 and the anti-vibration rubber 106 are attracted by pulling the support plates 104 and 105. , 107 are integrated with each other.

  FIG. 3 is an assembly diagram of the vibration isolator mounting portion in the vibration isolating floor structure shown in FIG. FIG. 3 is a perspective view showing a state where the disassembled components of the vibration isolator mounting portion of the upper floor 110 in the first embodiment are assembled. The core material 102 can be formed into a rectangular cross-section formed by, for example, aluminum extrusion, but the material and processing method are not limited thereto. The core member 102 includes a core body having a rectangular cross section, and a flange 108 formed so as to extend integrally from the outer vertical side of the shape member to the outside in a direction parallel to the surface of the upper floor 110. An anti-vibration rubber 106 is disposed on the upper side of the flange 108, and an anti-vibration rubber 107 is disposed on the lower side. In general, the load on the upper floor 110 is applied from above and is supported from below, so that the thickness of the lower anti-vibration rubber 107 is larger than that of the upper anti-vibration rubber 106. The thickness ratio of 107 can be freely changed as necessary. In that case, for example, as shown in FIG. 5, the shape of the core member 102 is changed to lower the position of the flange 108 (molding so as to extend from the lower end of the vertical side outside the shape member). The thickness of can be arbitrarily changed.

  A support plate 104 is disposed on the upper anti-vibration rubber 106, and a support plate 105 is disposed below the lower anti-vibration rubber 107. Through holes are opened in these plates, rubber, and collars 105 to 108, and threaded pipes 103 are inserted through these through holes from below. The through hole formed in the support plate 104 is turned into a screw hole by cutting a screw, and a screw portion 112 is formed by cutting the screw at the tip of the threaded pipe 103. At the position where the screw cutting of the screw part 112 is finished, the screw-in amount limiting part 101 is provided by forming an annular step part that reaches an outer shape with a diameter larger than the screw diameter. When the screw portion 112 of the threaded pipe 103 is screwed into the screw hole of the support plate 104 and tightened, the anti-vibration rubbers 106 and 107 sandwiching the flange 108 are tightened between the support plate 104 and the support plate 105. And integrated with the upper floor 110. At this time, the tightening of the anti-vibration rubbers 106 and 107 is stopped when the annular step comes into contact with the support plate 104. With this structure, the axial force of the threaded pipe 103 is maintained by the stress between the metal members, and the anti-vibration rubbers 106 and 107 have a predetermined compressive force generated until the tightening of the threaded pipe 103 is stopped. It is integrated with the upper floor 110 in an elastically deformed (given compression) state. Therefore, even if the anti-vibration rubbers 106 and 107 are deteriorated, the screwing of the threaded pipe 103 into the support plate 104 is not loosened.

  When the threaded pipe 103 is completely screwed to the support plate 104, the distance between the head of the threaded pipe 103 and the support plate 104 is the support plate 105, free vibration isolating rubber 106, 107, And it is designed to be slightly smaller than the sum of the thicknesses of the ridges 108. Accordingly, in a state where the threaded pipe 103 is completely fastened to the support plate 104, a light preload is applied to the vibration isolating rubbers 106 and 107. For this reason, the anti-vibration rubbers 106 and 107 and the support plate 105 are not laterally displaced.

  FIG. 4 is a schematic perspective view showing a method of attaching the vibration-proof floor structure shown in FIG. 2 to the vehicle body, and shows an example of attaching the upper floor 110 to the frame 113 in this embodiment. A through hole 114 is formed at the center of the threaded pipe 103, and a plurality of screw holes 116 are formed on the vehicle structure (base frame 113) side according to the arrangement position of the threaded pipe 103. The upper floor 110 and the unit integrated with the core member 102 at each end thereof with the support plates 104 and 105, the anti-vibration rubbers 106 and 107, and the threaded pipe 103, the screw 115 from the upper side of the threaded pipe 103 By screwing into the screw hole 116 of the frame 113 through the through hole 114, the frame 113 can be fastened. Therefore, at the vehicle assembly site, the upper floor 110 integrated with the anti-vibration rubbers 106, 107, etc. is arranged on the underframe 113, and the screws 115 are simply screwed in order from the top at the position of the threaded pipe 103. Since the assembly of the upper floor 110 is completed, the construction time can be greatly shortened. According to this anti-vibration floor structure, the threaded pipe 103 also serves as a hole through which the screw 115 is inserted, and it is not necessary to provide a dedicated hole for inserting the screw 115 through the anti-vibration rubber 106, 107 or the like. . Further, the tightening force of the screw 115 is supported on the frame 113 through the threaded pipe 103, so that it does not hang on the anti-vibration rubbers 106, 107, etc., and has a function of elastically supporting the upper floor 110 (anti-vibration characteristics). There is no impact. Further, the through hole 114 of the threaded pipe 103 is provided with a counterbore 117 for embedding the screw head of the screw 115 at the upper end thereof, and the screw 115 does not protrude from the floor after being screwed.

  In FIG. 4, the operation and effect of the present embodiment will be described. The eaves 108 are sandwiched between anti-vibration rubbers 106 and 107. In addition, in a state where the fastening of the screw 115 is completed, the thickness and size of each part are previously set so that the upper support plate 104 and the face plate 111 of the upper floor 110 have a vehicle floor surface whose surfaces are substantially flush with each other. Are set, and between the flange 108 and the threaded pipe 103, and between the face plate 111 and the upper support plate 104, a small gap G1, G2 is formed in the lateral direction so that each part has a configuration. The dimensions (for example, the plate width of the upper support plate 104, the hole diameter of the flange 108 of the core member 102, and the outer diameter of the threaded pipe 103) are determined. For this reason, the upper floor 110 is completely isolated from the threaded pipe 103 or the upper support plate 104. Therefore, vibration from the underframe 113 is transmitted to the threaded pipe 103 and the upper support plate 104 but not to the upper floor 110. Thereby, the vibration of the upper floor 110 occupying an overwhelming area on the surface of the vehicle interior floor can be reduced, and the vehicle interior noise can be greatly reduced. Further, by inserting a sound absorbing material or the like into the space between the upper floor 110 and the underframe 113, it is of course possible to reduce the air propagation sound from below the floor. In addition, in the gap between the face plate 111 and the upper support plate 104, a sealing material or the like is finally sealed to ensure airtightness, and the floor surface in the cabin can be made flat without unevenness.

  In FIG. 4, the vibration isolating rubber 107 is provided with a notch 118 in the depth direction in this embodiment. By appropriately providing a gap in the vibration isolating rubber 107 by the notch 118, there is an effect that the vibration isolating rubber 107 is easily deformed. As a result, the upper floor 110 is softly supported and the vibration isolating performance is improved, and the damping performance is improved by the internal friction when the vibration isolating rubber 107 is deformed. In this embodiment, the design can be easily changed with respect to the width W of the notch 118, the supporting rigidity necessary for supporting the upper floor 110, the necessary vibration isolating performance, and the vibration isolating rubber. The optimum width W of the notch 118 can be set in consideration of the weight and the like. Also, the rigidity of the vehicle structure and the characteristics of the vibration source are different in one vehicle, and there are cases where it is desired to change the support rigidity of the upper floor 110 depending on the part. In this embodiment, even in such a case, by changing the width W of the notch 118, the support rigidity of the upper floor 110 can be easily changed for each part in one vehicle or for each vehicle in the formation vehicle. And effective vibration isolation performance can be exhibited. Note that the optimization of the vibration proof performance by the notch 118 can also be applied to the second to fourth embodiments described later.

  Further, in FIG. 4, the vibration isolating rubber 106 is not provided with a notch, but as shown in FIG. 5, it is naturally possible to provide the notch 118 also in the vibration isolating rubber 106 as necessary. Conversely, it is possible to increase the support rigidity without providing the notch 118 in the vibration-proof rubber 107.

  FIG. 6 shows another example of a method for fixing the upper floor 110 and the underframe 113 in the present embodiment. For the underframe 113, an airtight floor with a triangular space in between is processed by aluminum extrusion and joined to one large panel by welding. The underframe 113 is provided with a joist 119 and a seat fixing portion 120 for placing a seat, and these can be molded into a complicated shape by extrusion. A screw hole 116 is cut in the joist 119. After the upper floor 110 is placed on the joist 119, it can be fixed simply by fastening with the screw 115 from above. The joist 119 is not limited to a cantilever shape as shown in FIG.

FIG. 7 is a perspective view showing Example 2 of a vibration-isolating floor structure for a railway vehicle according to the present invention, and FIG. 8 is a cross-sectional view taken along line AA of the vibration-isolating floor structure shown in FIG. In the fixing example shown in FIG. 6, the seat fixing portion 120 is provided on the underframe 113. However, when the seat is fixed directly to the upper floor instead of the joist, there is no need to make the upper floor 110 as shown in FIG. 6. Can be laid down. In that case, it is desirable to reduce the weight by making the fastening portion of the upper floor integrated with the anti-vibration rubber common.
This embodiment is a case where a plurality of upper floors 110 are disposed adjacent to the underframe 113 or joists 119, and the hook 108b provided on one upper floor 110 is replaced with the hook 108a provided on the other upper floor 110a. This is an example in which an opposing connecting portion is formed which is placed on the upper surface and on which the flange 108b and the flange 108a are overlapped. On the other side of the upper floor 110, a portion forming the opposing connecting portion is formed with a flange 108b and a connection missing portion 108c from which the flange 108b is missing. A notch V for connection in which both the vibration isolator 106 and the upper support plate 104 provided on the upper surface of the flange 108a are cut out so that the flange 108b can be fitted into a portion forming the opposite connecting portion of the other upper floor 110. Is provided. That is, the opposite connecting portion between one upper floor 110 and the other upper floor 110 is provided with the flanges 108b and the connection notches 108c, and the connection notches V on the upper surface of the flange 108a. Yes.

  When one upper floor 110 and the other upper floor 110 are disposed adjacent to each other, the flange 108b of one upper floor 110 is fitted into a notch V for connection provided on the upper surface of the flange 108a of the other upper floor 110. In addition, the vibration isolator 106 and the upper support plate 104 provided on the upper surface of the flange 108a are coupled to each other so as to be fitted to the connection notch 108c provided on one upper floor 110, and are mounted on the flange 108a. The flange 108b is fastened with a screw 121. At this time, the thickness of the ridge 108b is adjusted so that the upper surface of the ridge 108b and the face plate 111 on the upper surface side of the upper floor 110 are formed on substantially the same plane. Adjacent upper floors 110, 110 that are rigidly connected by screws 121 are supported by anti-vibration rubbers 106, 107 with respect to the base frame 113 and joists 119. In addition, since the anti-vibration rubbers 106 and 107 and the threaded pipe 103 provided to the opposite connecting portions of the upper floors 110 and 110 can be used in common, the number of these supporting parts can be reduced to almost half and the number of these supporting parts can be reduced. Cost and weight can be significantly reduced.

  FIG. 9 is a perspective view showing a third embodiment of the vibration-proof floor structure for a railway vehicle according to the present invention. As shown in FIG. 9, even when the seat mounting legs 122 are fixed to the upper support plate 104, the flanges 108 of the upper floor 110 can be fastened together. The seat mounting leg 122 is attached to the lower side of a passenger seat (not shown). In the present embodiment, the upper part of the threaded pipe 103 is lengthened and configured to protrude from the upper support plate 104 in advance. After fixing the upper floor 110 with the screws 115 and 121 as in the second embodiment, the seat mounting leg 122 is placed on the upper support plate 104 and fixed with the nut 123 using the threaded portion of the threaded pipe 103. . As described in the first embodiment, the threaded pipe 103 is provided with the screwing amount limiting portion 101, and the upper support plate 104 is rigidly supported by the threaded pipe 103. For this reason, the seat mounting leg 122 is also rigidly supported by the upper support plate 104, and the nut 123 does not loosen even if the vibration-proof rubber is deteriorated.

  FIG. 10 is a perspective view showing Example 4 of the vibration-proof floor structure for a railway vehicle according to the present invention. In this embodiment, the anti-vibration rubber is embedded in the surface of the upper floor 110 instead of the end of the upper floor 110 and integrated as shown in FIG. FIG. 11 shows an assembly drawing of the upper floor 110. The core material 109 is provided with a rectangular hole for mounting by embedding the core material 124 or the like. Then, the core material 109 and the core material 102 are attached to the four sides on the bottom face plate 111, the core material 124 is embedded, and then the upper face plate 111 is attached. The core member 102 attached to the four sides is provided with a collar 108 for fastening to another upper floor. The upper and lower face plates 111 are provided with windows for fitting anti-vibration rubber so as to fit in the recesses of the core member 124.

  The upper floor 110 formed in this way is assembled in the same manner as in the first embodiment, as shown in FIG. 10, the upper anti-vibration rubber 106, the lower anti-vibration rubber 107, the threaded pipe 103, and the upper and lower support plates 104 and 105. Thus, the anti-vibration rubber is integrated with the upper floor 110.

  Further, in the present embodiment, the upper thread portion of the threaded pipe 103 is lengthened and the seat mounting leg 122 is attached thereto similarly to the third embodiment, but the seat mounting leg 122 is not the threaded pipe 103. It is also possible to attach directly to the upper floor 110. In that case, there is a method of separately embedding a core material for attaching a seat to the upper floor 110 and fixing it there.

  In the above-described second to fourth embodiments, the vibration isolator is integrated with the upper floor in advance, and the upper floor can be assembled to the vehicle simply by fixing with screws from above, thereby reducing the work time at the vehicle assembly site. Can do. Further, since there is a screwing amount limiting portion, the axial force is maintained by the tightening force of the threaded pipe and the support plate screw portion, and the threaded pipe does not loosen even if the vibration isolator is deteriorated. In addition, it is easy to cut out the anti-vibration material in the longitudinal direction, and it is possible to optimize the anti-vibration performance of the upper floor by changing the notch width or the characteristics of the upper and lower anti-vibration rubber. is there.

DESCRIPTION OF SYMBOLS 10 Rail vehicle structure 100 Side structure 101 Screwing amount restriction | limiting part 102 Core material 103 Threaded pipe 104 Upper support plate 105 Lower support plate 106 Upper anti-vibration rubber 107 Lower anti-vibration rubber 108 鍔 109 Core material 110 Upper floor 111 Face plate 112 Thread part 113 Underframe 114 Through-hole 115 Screw 116 Screw hole 117 Counterbore 118 Notch 119 joist 120 Seat fixing part 121 Screw 122 Seat mounting leg 123 Nut 124 Core material

Claims (10)

In the anti-vibration floor structure of a railway vehicle that elastically supports the upper floor with respect to the underframe constituting the vehicle structure or the joists provided in the underframe,
Anti-vibration materials are arranged above and below the core material on the upper floor, and both the anti-vibration materials are vertically sandwiched and a support plate is arranged, and the core material, both the anti-vibration materials and the support plate are aligned with each other. Integrated with the upper floor in a state in which the core material and the two vibration isolating materials are sandwiched between the two support plates by the screw action of the threaded pipes passed through the respective through holes and the two vibration isolating materials are elastically deformed. An anti-vibration floor structure for a railway vehicle, wherein a screw passed through a through hole formed in the threaded pipe is screwed into a screw hole provided in the underframe or the joist. The anti-vibration floor structure for a railway vehicle according to claim 1,
An anti-vibration floor structure for a railway vehicle, wherein the upper surface plate of the upper floor and the upper support plate are substantially flush with each other. The anti-vibration floor structure for a railway vehicle according to claim 1 or 2,
The core material includes a core main body fixed to an end portion of the upper floor, and a flange that integrally extends outward from the core main body, and the vibration isolating material is disposed above and below the flange. An anti-vibration floor structure for railway vehicles. In the anti-vibration floor structure for a railway vehicle according to claim 3,
The upper floor includes an opposing connecting portion to which the upper floors are connected in an adjacent manner,
The opposing connecting portion is
One connecting portion provided with the hook along one end of the upper floor and a notch for coupling in which the hook is cut out in a form adjacent to the hook;
The other side provided with the anti-vibration material and the support plate provided on the upper and lower sides of the side wall in a manner corresponding to the coupling notch, and provided with the side wall continuous along the other end of the upper floor. A connecting portion of
The anti-vibration floor structure for a railway vehicle, wherein the flanges are joined to each other at the opposing connecting portion with screws. In the anti-vibration floor structure of a railway vehicle according to any one of claims 1 to 4,
The threaded pipe has a threaded portion at the tip, and one of the support plates is formed with a threaded hole that engages with the threaded portion of the threaded pipe, and the threaded portion of the threaded pipe. In order to limit the elastic deformation of both of the vibration isolators, there is provided a screwing amount limiting portion for limiting the screwing amount with the screw hole of the one support plate. Anti-vibration floor structure for vehicles. The anti-vibration floor structure for a railway vehicle according to claim 5,
The interval between both end faces when the threaded pipe and the support plate are fastened until they stop at the screwing amount limiting portion is made smaller than the sum of the thicknesses of the core material and the vibration isolating material which are non-fastening members. An anti-vibration floor structure for railway vehicles. The anti-vibration floor structure for a railway vehicle according to claim 5 or 6,
The threaded portion of the threaded pipe has a length projecting from the support plate in which the screw hole is formed, and a seat in a passenger cabin is fixed to the threaded portion projecting from the support plate. An anti-vibration floor structure for a railway vehicle. In the anti-vibration floor structure of the railway vehicle according to any one of claims 1 to 7,
An anti-vibration floor structure for a railway vehicle, wherein one or both of the anti-vibration materials are provided with intermittent notches in the longitudinal direction. The anti-vibration floor structure for a railway vehicle according to claim 1 or 2,
The core is attached to the upper floor at a position other than the end of the upper floor,
A core material is separately provided on the end surface of the upper floor of at least two sides,
The separate core member includes a core main body and a flange extending integrally from the core main body to the outside,
The upper floors adjacent to each other are fastened at the collar of the core material separately, and the anti-vibration floor structure for a railway vehicle is characterized in that:   Anti-vibration materials are arranged above and below the core material on the upper floor, and both the anti-vibration materials are vertically sandwiched and a support plate is arranged, and the core material, both the anti-vibration materials and the support plate are aligned with each other. The core material and the two vibration isolating materials are sandwiched between the two support plates by the screw action of a threaded pipe that is passed through each through-hole, and the both vibration isolating materials are elastically deformed and integrated with the upper floor. The upper floor integrated with the anti-vibration material can be mounted on the frame or by screwing a screw passed through a through-hole formed in the threaded pipe into a screw hole provided in the frame or the joist. A method for fixing an anti-vibration floor structure for a railway vehicle, wherein the floor frame is fixed to a joist on the underframe.

Images