JP2017007378A - Railway vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a railway vehicle capable of reliably reducing vibration transmitted from a truck and an underfloor apparatus to a passenger cabin floor, and simplifying installation work of the passenger cabin floor.SOLUTION: In a floor panel 10, second members 13, 14 connected to a first member 11 extend in a height direction. The second members 13, 14 are connected to an undersurface of a passenger cabin floor 15. Both sides of the floor panel 10 in a sleeper direction are supported on a structure floor 6 by floor receiving members 7 at a predetermined interval between the structure floor 6 and the first member 11. Because both sides of the structure floor 6 in the sleeper direction have a vibration level smaller than the vibration level of the central side of the structure floor 6 in the sleeper direction, the vibration level transmitted to the passenger cabin floor 15 can be reduced by supporting both sides of the floor panel 10 in the sleeper direction by the floor receiving members 7.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a railway vehicle, and more particularly to a railway vehicle that can reduce vibrations transmitted from a bogie or an underfloor device to a guest room floor.

  Conventionally, in order to realize a comfortable cabin space for railway vehicles, reducing vibration in the cabin space has been one of the main issues. In order to reduce the vibration of the cabin space, there is a technique for reducing the vibration transmitted to the cabin space from a carriage or an underfloor device attached to the frame (for example, Patent Document 1). In Patent Document 1, a vibration isolating member is attached to a floor receiving member standing on a structural floor of a vehicle structure, and a passenger floor is placed on the vibration isolating member to transmit vibration transmitted from the structural floor to the passenger floor. A technique for attenuating with a vibration isolating member is disclosed.

JP 2000-247228 A

  However, with the technique disclosed in Patent Document 1, depending on the characteristics of the vibration isolation member, vibration transmitted from the carriage or the underfloor device to the floor receiving member through the floor receiving member may not be sufficiently reduced. Moreover, since the number of parts of the floor receiving member and the vibration isolating member standing on the structural floor is large, there is a problem that the work of installing the passenger compartment becomes complicated.

  The present invention has been made to solve the above-described problems, and a railway vehicle that can reliably reduce vibration transmitted from a bogie or an underfloor device to the passenger compartment floor and simplify the operation of installing the passenger compartment floor. The purpose is to provide.

  In order to achieve this object, the railway vehicle according to claim 1 includes a frame having a pair of side beams and a plurality of horizontal beams that couple the side beams, and a structural floor attached to the upper surface of the frame. What comprises a side structure joined to both sides of a sleeper of the underframe, a bottom part, a spacer part connected to the bottom part and extending in the height direction, and the spacer part connected to the lower surface A floor panel having a built-in air duct, a predetermined space between the bottom of the floor panel and the structural floor, and the side beams on both sides in the sleeper direction of the floor panel, the structure A floor support member supported on the floor or the side structure.

  The railway vehicle according to claim 2 is the railway vehicle according to claim 1, wherein the spacer portion extends in the rail direction of the floor panel while being spaced apart from each other in the sleeper direction, and the air duct is It is partitioned in the direction of sleepers by the spacer portion.

  The railway vehicle according to claim 3 is the railway vehicle according to claim 1 or 2, wherein the bottom portion has a plurality of first members arranged in parallel at intervals in the rail direction with the longitudinal direction facing the sleeper direction. A spacer plate fixed to the first member and closing the gap between the first members, and the spacer portions are arranged in parallel with the longitudinal direction in the rail direction and spaced apart from each other in the sleeper direction. One member or a plurality of second members fixed to the closing plate and connected to the passenger floor are provided, and the floor panel forms the ventilation duct by the closing plate, the second member, and the passenger floor.

  The railway vehicle according to claim 4 is the railway vehicle according to claim 1 or 2, wherein the bottom portion includes a disk-shaped portion formed in a disk shape, and the spacer portion is a sleeper with a longitudinal direction in the rail direction. The floor panel includes a plurality of standing portions that are juxtaposed at intervals in the direction and are erected on the plate-like portion and connected to the cabin floor, and the floor panel includes the plate-like portion, the standing portion, and The ventilation duct is formed by the cabin floor.

  According to the railway vehicle of the first aspect, the structural floor is attached to the upper surface of the frame where the pair of side beams are coupled by the plurality of horizontal beams, and the side structures are joined to both sides of the frame in the sleeper direction. In the floor panel in which the ventilation duct is built, the spacer portion connected to the bottom portion extends in the height direction, and the spacer portion is connected to the lower surface of the passenger compartment floor. A predetermined interval is provided between the bottom of the floor panel and the structural floor, and both sides of the floor panel in the sleeper direction are supported by the side beams, the structural floor, or the side structure by the floor receiving members. The vibration level of both sides of the sleeper direction of the structural floor, side beams, and side structures is smaller than the vibration level of the central side of the sleeper direction of the structural floor. Therefore, the floor receiving member is supported by supporting the both sides of the floor panel in the sleeper direction. The vibration level transmitted to the floor panel via the can be reduced.

  In the case of a structure in which both sides of the floor panel in the sleeper direction are supported by the floor receiving member, the floor structure of the railway vehicle disclosed in Patent Document 1 (the floor receiving member not only on both sides in the sleeper direction of the passenger floor but also in the center of the sleeper direction) The support span supported by the floor receiving member is larger than the structure supported by If the support span increases, the amount of deflection of the passenger compartment floor may increase accordingly.

  In order to prevent this, a ventilation duct is built in between the cabin floor and the bottom of the floor panel. As a result, the thickness of the floor panel can be increased by the amount of the built-in ventilation duct, so that it is difficult to deform the floor panel against the bending moment. As a result, both sides of the floor panel in the sleeper direction are supported by the floor support member, and it is possible to reliably reduce vibration transmitted from the dolly and the equipment under the floor to the cabin floor while suppressing an increase in the deflection of the cabin floor. There is an effect that can be done. Further, since the floor receiving member disposed on the center side of the sleeper direction of the structural floor can be omitted, there is an effect that the work of installing the passenger compartment floor can be simplified by reducing the number of parts.

  According to the railway vehicle of the second aspect, the spacer portion extends over the rail direction of the floor panel while being spaced apart from each other in the sleeper direction. The ventilation duct is partitioned in the sleeper direction by the spacer portion. By providing the spacer part with the function of supporting the passenger compartment floor and the function of partitioning the ventilation duct, the number of parts constituting the floor panel can be reduced. As a result, in addition to the effect of claim 1, there is an effect that the man-hour for manufacturing the floor panel can be reduced.

  According to the railway vehicle according to claim 3, the bottom portion is formed by a block plate in which a plurality of first members are arranged in parallel with a longitudinal direction in the sleeper direction and spaced from each other in the rail direction, and fixed to the first member. The distance between the first members is closed. In the spacer portion, a plurality of second members are arranged in parallel with the longitudinal direction facing the rail direction and spaced apart from each other in the sleeper direction. The second member is fixed to the first member or the closing plate, and the passenger floor is connected to the second member, whereby a ventilation duct is formed in the floor panel by the closing plate, the second member, and the passenger floor. As a result, since the member which comprises a ventilation duct can be abbreviate | omitted, in addition to the effect of Claim 1 or 2, there exists an effect which can reduce the man-hour which manufactures a floor panel.

  According to the railway vehicle of claim 4, the bottom portion includes a disk-shaped portion formed in a disk shape, and the spacer portion has a plurality of standing portions with the longitudinal direction facing the rail direction and spaced apart from each other in the sleeper direction. It is installed side by side. By connecting the cabin floor to the standing portion, a ventilation duct is formed in the floor panel by the plate-like portion, the standing portion and the cabin floor. As a result, since the member which comprises a ventilation duct can be abbreviate | omitted, in addition to the effect of Claim 1 or 2, there exists an effect which can reduce the man-hour which manufactures a floor panel.

It is a fragmentary sectional view of a railway vehicle which cut and showed a part of railway vehicle in a 1st Embodiment of the present invention in the direction of sleepers. It is a top view of a guest room floor. (A) is a top view of a floor panel, (b) is a front view of a floor panel, (c) is a side view of a floor panel. (A) is a top view of the floor panel mounted in the rail vehicle in 2nd Embodiment, (b) is a front view of a floor panel, (c) is a side view of a floor panel. It is the fragmentary sectional view of the railway vehicle which cut and showed a part of railway vehicle in 3rd Embodiment in the sleeper direction. (A) And (b) is the measurement result of the acceleration of a passenger compartment floor when random vibration is input into the cross beam of the underframe.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. First, a first embodiment will be described with reference to FIGS. 1 to 3. FIG. 1 is a partial cross-sectional view of a railway vehicle 1 in which a part of the railway vehicle 1 in the first embodiment is cut in a sleeper direction. In FIG. 1, the illustration of a part of the rail vehicle 1 in the height direction is omitted, and the seat arranged on the upper surface of the passenger compartment floor 15 is omitted.

  First, the configuration of the railway vehicle 1 will be described with reference to FIG. The railway vehicle 1 is a Shinkansen vehicle that travels on a rail laid on a roadbed (not shown), and a carriage (not shown) as a traveling device and various underfloor devices are formed in a rectangular frame shape. It is attached to the frame 2. In addition, in FIG. 1, the state with which the kind of air conditioner 40 of the underfloor apparatus was attached to the underframe 2 is illustrated typically.

  The underframe 2 connects the pair of side beams 3 extending in the rail direction (the vertical direction in FIG. 1) of the railway vehicle 1 and the pair of side beams 3 in the sleeper direction (left and right direction in FIG. 1) and is a cart. It is mainly provided with a horizontal beam 4 (so-called pillow beam) fixed to the frame. The side beams 3 are joined to the side structures 5 in the height direction. A roof structure (not shown) is joined in the height direction of the side structure 5, and a wife structure (not shown) is joined in the rail direction of the side structure 5, thereby forming a vehicle structure. The side beam 3 includes an overhanging portion 3a that protrudes toward the side beam 3 facing each other, and a sleeper direction end portion of the structural floor 6 is joined to the overhanging portion 3a.

  The structural floor 6 is an airtight floor for keeping airtightness in the vehicle body, and is attached to the upper surface of the underframe 2. Floor receiving members 7 for supporting the both sides of the floor panel 10 (described later) in the sleeper direction on the structural floor 6 are erected on the upper surfaces of the both sides of the structural floor 6 in the sleeper direction. The floor receiving members 7 are a pair of members having an inverted U-shaped cross section, are arranged on both sides of the structural floor 6 in the sleeper direction, and extend in the rail direction (the vertical direction in FIG. 1). The floor receiving member 7 is formed integrally with the structural floor 6 by an extruded profile. Since the floor receiving member 7 is integrally formed with the structural floor 6, the number of steps for joining the floor receiving member 7 to the structural floor 6 by welding can be reduced.

  In the structural floor 6, a heat insulating material 8 is laid on the upper surface of the center side of the sleeper direction from the floor receiving member 7 over the rail direction. The heat insulating material 8 is formed of a synthetic resin foam material such as rigid urethane foam, a fiber material such as compressed glass wool, a heat insulating paint, or the like. Since the heat insulating material 8 is laid on the upper surface of the structural floor 6, heat transfer with the frame 2 can be suppressed. The floor panel 10 is a panel material that is installed above the structural floor 6 and the heat insulating material 8 by providing a gap with the heat insulating material 8 by supporting a pair of floor receiving members 7 on both sides in the sleeper direction.

  Next, the floor panel 10 will be described with reference to FIGS. 2 is a plan view of the cabin floor 15, FIG. 3 (a) is a plan view of the floor panel 10, and FIG. 3 (b) is a front view of the floor panel 10 (viewed in the direction of arrow IIIb in FIG. 3 (a)). 3 (c) is a side view of the floor panel 10 (viewed in the direction of arrow IIIc in FIG. 3 (a)). As shown in FIG. 2, the floor panel 10 is a member formed in a rectangular shape in plan view, and a plurality of floor panels 10 are installed along the rail direction of the side structure 5 (up and down direction in FIG. 2) with the end surfaces in the rail direction abutting each other. Is done.

  As shown in FIGS. 3 (a) to 3 (c), the floor panels 10 are spaced apart from each other in the rail direction (FIG. 3 (a) vertical direction) with the longitudinal direction facing the sleeper direction (FIG. 3 (a) left-right direction). A plurality of first members 11 arranged side by side, a closing plate 12 fixed to the upper surface of the first member 11, and a sleeper fixed to the upper surface of the first member 11 and oriented longitudinally in the rail direction A plurality of second members 13 and 14 arranged in parallel with each other at intervals in the direction, and a cabin floor 15 fixed to the upper surface of the second members 13 and 14 are configured.

  The 1st member 11 is a member used as the framework which maintains the space | interval of the sleeper direction of the 2nd members 13 and 14 and ensures the mechanical strength of the floor panel 10 with the 2nd members 13 and 14 and this Embodiment. Is formed by a rectangular metal pipe having a rectangular cross section. The second members 13 and 14 are members for fixing the cabin floor 15 and securing a space between the first member 11 and the cabin floor 15 and forming a space extending in the rail direction. It is formed by a rectangular metal square pipe. While the first member 11 is oriented in the longitudinal direction in the sleeper direction, the second member 13 is oriented in the longitudinal direction in the rail direction, and they are joined together by welding, so that the first member 11 and the second members 13, 14 are Constructed in a cross-beam shape. Since the first member 11 and the second members 13 and 14 are formed of square pipes, the cross-girder-shaped frame can be reduced in weight.

  As shown in FIG. 3B, the closing plate 12 is a plate-like member disposed on the upper surface of the first member 11 with the longitudinal direction in the rail direction, and is formed of a metal plate material in the present embodiment. Has been. The edge of the sleeper plate 12 is joined to the lower portions of the side surfaces of the second members 13 and 14 by welding across the rail direction. As a result, the closing plate 12 is installed on the first member 11 and the interval between the first members 11 is closed. Since the bottom part of the floor panel 10 is formed by forming the first member 11 by a square pipe and closing the gap between the first members 11 by the closing plate 12, the bottom part of the floor panel 10 is formed by an integral plate-like body. The weight can be reduced compared to

  The guest room floor 15 is a flat member for constituting the interior floor of the guest room, and is fixed to the upper surfaces of the second members 13 and 14 by fastening members such as flat bolts. The guest room floor 15 is appropriately selected from metal, synthetic resin, fiber reinforced resin plate material, honeycomb panel, sandwich panel, and the like in consideration of required characteristics such as mass, rigidity, and acoustic characteristics.

  The ventilation duct 16 is an air passage built in the floor panel 10, and is surrounded by the closing plate 12, the second members 13 and 14, and the passenger compartment floor 15 to have a rectangular cross section, and the rail direction of the floor panel 10 It is penetrated over. The ventilation duct 16 has a heat insulating layer 17 formed on the inner surface. The heat insulation layer 17 is formed of a synthetic resin foam material such as rigid urethane foam, or a fiber material such as compressed glass wool. By providing the heat insulating layer 17 on the inner surface of the ventilation duct 16, heat loss can be suppressed.

  Four ventilation ducts 16 are arranged in parallel in the sleeper direction of the floor panel 10. The ventilation duct 16 located on the outer side of the floor panel 10 in the sleeper direction and surrounded by the closing plate 12, the second members 13 and 14, and the passenger compartment floor 15 constitutes an air supply duct for supplying air into the passenger compartment. Further, the ventilation duct 16 located on the center side of the floor panel 10 in the sleeper direction and surrounded by the closing plate 12, the second members 13 and 13, and the passenger cabin floor 15 constitutes a return air duct for returning air.

  As shown in FIG. 3 (c), the second member 14 has a through hole 14a penetrating the side surface, and a rising duct 18 (see FIGS. 1 and 1) for supplying air into the cabin through the through hole 14a. 2) is inserted. The rising duct 18 is disposed between the interior panel 19 (see FIGS. 1 and 2) that forms the inner wall of the passenger cabin and the side structure 5.

  In addition, the space | interval of the sleeper direction of the 2nd members 13 and 14 and the height of the 2nd members 13 and 14 are set suitably by the required cross-sectional area (flow volume) of the ventilation duct 16. FIG. The ventilation ducts 16 built in each of the floor panels 10 arranged in the rail direction are well-known such as flanges (not shown) and fitting when the rail-direction end surfaces of the floor panels 10 are brought into contact with each other. They are joined by means and communicated in the rail direction.

  Returning to FIG. The air conditioner 40 attached to the underframe 2 communicates with the ventilation duct 16 via the underfloor ducts 41, 42, 43, 44. The underfloor ducts 41 and 42 are ducts for supplying air-conditioning air from the air conditioner 40 to the ventilation duct 16 (air supply duct) located on the outer side of the sleeper. The underfloor ducts 43 and 44 are ducts for returning the air that has been air-conditioned in the cabin to the air conditioner 40 via the ventilation duct 16 (return air duct) located on the center side in the sleeper direction. The underfloor ducts 41 to 44 are inserted into through holes (not shown) formed at predetermined positions of the structural floor 6, the heat insulating material 8, the closing plate 12, and the heat insulating layer 17, and communicate the ventilation duct 16 and the air conditioner 40. To do.

  Next, the manufacturing method of the floor panel 10 (refer FIG. 1) and the attachment method of the floor panel 10 with respect to the structure floor 6 are demonstrated. In the floor panel 10, the first member 11 and the second members 13 and 14 are joined in a cross beam shape, and then a closing plate 12 is installed on the upper surface of the first member 11. Next, the first member 11 of the floor panel 10 is installed on the floor receiving member 7 in a state where the cabin floor 15 is not fixed to the second members 13 and 14. After a plurality of floor panels 10 are arranged in the rail direction and the end surfaces in the rail direction of the floor panel 10 are abutted, a heat insulating layer 17 is formed on the closing plate 12 and the second members 13 and 14. Next, the guest room floor 15 having the heat insulating layer 17 formed on the back surface is placed on the second members 13 and 14, and the guest room floor 15 and the second members 13 and 14 are connected by a fastening member (not shown). Thereby, the guest room floor 15 can be installed above the structural floor 6. In order to install the cabin floor 15, the work of welding the floor receiving member to the center side of the structural floor 6 in the sleeper direction can be omitted, so that the number of work steps can be greatly reduced.

  Next, with reference to FIG. 3A and FIG. 3B, the deflection amount of the floor panel 10 supported on both sides in the sleeper direction by the floor receiving member 7 (see FIG. 1) will be described. As described above, the railcar 1 omits the floor receiving member that supports the floor panel 10 with respect to the center side of the structural floor 6 in the sleeper direction. As a result, the floor receiving member 7 can be provided with two paths for transmitting vibrations generated by the underfloor equipment and the carriage (both not shown) to the cabin floor 15. As a result, vibration transmitted to the passenger compartment floor 15 can be reduced. Moreover, the vibration level of the sleeper direction closer to the side beam 3 than the center side of the sleeper direction of the structural floor 6 or the vibration level of the side beam 3 or the side structure 5 is smaller than the vibration level of the structural floor 6 on the center side of the sleeper direction. By supporting both sides of the panel 10 in the sleeper direction with the floor receiving member 7, vibration transmitted to the cabin floor 15 can be reduced.

  However, although the vibration level can be reduced, since the support span of the floor panel 10 by the floor receiving member 7 is expanded, there is a concern that the amount of deflection of the floor panel 10 increases. Here, the deflection amount δ and the cross-sectional secondary moment I of the floor panel 10 when applied to the simple support beam are expressed by the following equations (1) and (2). By substituting Equation (2) into Equation (1), the amount of deflection δ (Equation (3)) of the floor panel 10 is obtained.

Deflection amount δ = 1/48 · (Pa ³ ) / (EI) Equation (1)
Sectional moment of inertia I = 1/12 · bt ³ (2)
Deflection amount δ = 1/4 · (P / bE) · (a / t) ³ Equation (3)
Here, a is a support span (interval in the sleeper direction of the floor receiving member 7), b is the length of the floor panel 10 in the rail direction (see FIG. 3A), and t is the thickness of the floor panel 10 (FIG. 3B). ), E is Young's modulus, and P is the central concentrated load.

  From Equation (3), for example, when the support span a is doubled, the beam thickness t is doubled in order not to change the deflection amount δ of the beam before and after the support span a is widened. There is a need to. Here, in the conventional floor structure disclosed in Patent Document 1, since the center side of the passenger floor in the sleeper direction is also supported by the floor receiving member, the support span of the guest room floor by the floor receiving member is about 500 to 600 mm. The floor thickness is about 22-27 mm.

  On the other hand, when the floor panel 10 is supported at two points on both sides in the sleeper direction, the support span is expanded to 4 to 5 times that of the conventional floor structure disclosed in Patent Document 1. In order to make the amount of deflection equal, it is necessary to increase the thickness of the floor panel 10 to 4 to 5 times (about 90 to 130 mm) the cabin floor. In the railway vehicle 1, the height from the upper surface of the structural floor 6 to the lower surface of the guest room floor 15 is about 90 to 130 mm, so that the thickness of the floor panel 10 can be secured by incorporating the ventilation duct 16. Even if the floor panel 10 has a hollow structure, the difficulty of deformation with respect to the bending moment is not greatly reduced as compared with a floor panel having a solid structure. Therefore, the ventilation duct 16 can be incorporated in the floor panel 10 by making the floor panel 10 hollow while ensuring the thickness of the floor panel 10.

  Here, in the conventional floor structure disclosed in Patent Document 1, a duct to be arranged between the passenger floor and the structural floor has to be prepared. Therefore, the number of parts increases due to the duct. Moreover, a floor receiving member that supports the center side of the passenger floor in the sleeper direction is required. On the other hand, the railcar 1 can secure the thickness of the floor panel 10 and suppress the amount of deflection of the cabin floor 15 from increasing by incorporating the ventilation duct 16 in the floor panel 10. As a result, vibration transmitted to the passenger compartment floor 15 can be reduced, and a decrease in rigidity of the passenger compartment floor 15 can be prevented. Furthermore, since it is not necessary to prepare a duct separately and floor receiving members can be reduced, the manufacturing cost of the railway vehicle 1 can be reduced accordingly.

  Next, a second embodiment will be described with reference to FIG. In 1st Embodiment, the case where the frame of the floor panel 10 was comprised by welding the 1st member 11 and the 2nd members 13 and 14 in the shape of a cross-beam was demonstrated. On the other hand, 2nd Embodiment demonstrates the case where the board-shaped part 21 and the standing part 23 of the floor panel 20 are integrally formed with an extrusion shape material. In addition, about the part same as the part demonstrated in 1st Embodiment, the same code | symbol is attached | subjected and the following description is abbreviate | omitted. FIG. 4A is a plan view of the floor panel 20 mounted on the railcar in the second embodiment, and FIG. 4B is a front view of the floor panel 20 (viewed in the direction of arrow IVb in FIG. 4A). 4 (c) is a side view of the floor panel 20 (viewed in the direction of arrow IVc in FIG. 4 (a)).

  As shown in FIG. 4A, the floor panel 20 is a panel material formed in a rectangular shape in plan view, and is formed in a rectangular disk shape in plan view as shown in FIG. 4B. A plate-like portion 21, standing portions 23 and 24 erected on the upper surface of the plate-like portion 21, and a guest room floor 15 fixed to the erected portions 23 and 24. The board-like part 21 and the standing part 23 are integrally formed of a metal extruded profile, and the standing part 23 is erected on the board-like part 21 at a predetermined interval in the sleeper direction, and the rail. It extends in the direction (FIG. 4B, the direction perpendicular to the paper surface).

  The standing portion 23 includes a partition wall portion 23a that is erected on the disk-shaped portion 21 with the longitudinal direction facing the rail direction, and a flange portion 23b that is formed to project from the upper end of the partition wall portion 23a to both sides in the sleeper direction. ing. The partition wall portion 23 a is a portion that constitutes the partition wall of the ventilation duct 26 and is a portion for reinforcing the disk-shaped portion 21 as a rib. The flange portion 23b is a portion to which the cabin floor 15 is fixed and a portion that improves the bending rigidity of the partition wall portion 23a against a bending moment.

  The standing portion 24 fixes the passenger floor 15 and, as shown in FIG. 4C, the open end of the rising duct 18 (see FIGS. 1 and 2) for supplying air into the passenger compartment is inserted. It is a member in which the through hole 24a is formed. In the present embodiment, the standing portion 24 is formed of a rectangular metal pipe having a rectangular cross section, and is joined to the plate-like portion 21 by welding.

  The ventilation duct 26 is a ventilation path built in the floor panel 20, and is surrounded by the board-shaped portion 21, the standing portions 23 and 24, and the cabin floor 15, and has a rectangular cross section. A heat insulating layer 17 is formed on the inner surface. Among the ventilation ducts 26, the ventilation duct 26 located outside the floor panel 20 in the sleeper direction and surrounded by the plate-like portion 21, the standing portions 23 and 24, and the cabin floor 15 supplies air to the cabin. Construct a duct. In addition, the ventilation duct 26 located on the center side of the floor panel 20 in the sleeper direction and surrounded by the plate-like portion 21, the standing portions 23 and 23, and the passenger compartment floor 15 constitutes a return air duct for returning air.

  In addition, the space | interval of the sleeper direction of the standing parts 23 and 24 and the height of the standing parts 23 and 24 are suitably set with the required cross-sectional area (flow volume) of the ventilation duct 26. FIG. Further, the ventilation ducts 26 incorporated in each of the floor panels 20 are joined by well-known means such as a flange (not shown) or fitting when the rail-direction end surfaces of the floor panels 20 are brought into contact with each other. Communicated.

  Similarly to the floor panel 10 described in the first embodiment, the floor panel 20 in the second embodiment is supported on the structural floor 6 via the floor support members 7 on both sides in the sleeper direction. Thereby, the vibration level transmitted to the passenger compartment floor 15 can be reduced. Moreover, since the board-shaped part 21 and the standing part 23 are integrally formed by the metal extrusion-shaped material, like the floor panel 10 demonstrated in 1st Embodiment, the 1st member 11 and the 2nd members 13 and 14 are used. It is possible to omit joining in a cross-beam shape or joining the closing plate 12. As a result, the number of steps for manufacturing the floor panel 20 can be reduced.

  Next, a third embodiment will be described with reference to FIG. In the first embodiment and the second embodiment, the railway vehicle 1 in which both sides of the floor panels 10 and 20 in the sleeper direction are supported on both sides of the structural floor 6 in the sleeper direction via the floor receiving members 7 has been described. On the other hand, in 3rd Embodiment, the rail vehicle 31 by which the sleeper direction both sides of the floor panel 10 are supported by the side beam 3 via the floor receiving member 32 is demonstrated. In addition, about the part same as 1st Embodiment, the same code | symbol is attached | subjected and the following description is abbreviate | omitted. FIG. 5 is a partial cross-sectional view of the railway vehicle 31 in which a part of the railway vehicle 31 according to the third embodiment is cut in the sleeper direction.

  As shown in FIG. 5, in the railway vehicle 31, a floor receiving member 32 that protrudes toward the opposite side structure 5 is formed integrally with the side beam 3, and the first member 11 of the floor panel 10 is formed on the floor receiving member 32. Placed. Since both sides in the sleeper direction of the floor panel 10 are supported by the side beams 3 via the floor receiving members 32, the cabin floor 15 is compared with the case where the center side of the floor panel 10 in the sleeper direction is supported via the floor receiving members. The vibration level transmitted to can be lowered.

  In addition, the structural floor 6 has an auxiliary support member 33 disposed at the center of the upper surface in the sleeper direction. The auxiliary support member 33 is a member for relaxing the natural vibration and deflection of the bending primary mode of the floor panel 10 and is formed of a low-hardness vibration-proof member, a viscoelastic body, a cushion material, a damper, or the like. The auxiliary support member 33 has a height that does not contact the bottom portion (first member 11) of the floor panel 10 when no load is applied (the pressure of the auxiliary support member 33 by the bottom portion (first member 11) of the floor panel 10 is zero when no load is applied). To a dimension less than zero touch). The auxiliary support member 33 is not joined to the floor panel 10 by means such as fastening, and is set so as to come into contact with the bottom portion (first member 11) of the floor panel 10 when a load is input.

  Thus, when no load is applied, vibration can be prevented from being transmitted to the floor panel 10 through the auxiliary support member 33, while when a load is input to the floor panel 10 and bending occurs, or when bending natural vibration occurs. The auxiliary support member 33 can mitigate deflection and vibration. As a result, even if the rigidity of the floor panel 10 cannot be sufficiently ensured due to restrictions such as mass, the floor receiving member 32 supports the center side in the sleeper direction of the floor panel 10 because the floor panel 10 can be prevented from being bent or vibrated. It can make it difficult for passengers to remember uncomfortable feelings.

Next, with reference to FIG. 6, the vibration test result by the floor structure of this invention is demonstrated. The vibration target is the floor panel 10 described in the first embodiment, and is supported by floor receiving members that are fixed to the side beams 3 on both sides of the floor panel 10 in the sleeper direction. Random vibration is applied by an electromagnetic vibrator installed in the center of the cross beam 4 of the transverse beam 4 of the underframe 2 and the acceleration ((m / s) of the measurement point A and measurement point B (see FIG. 3A) of the passenger compartment floor 15 is applied. ² ) / N) was measured (hereinafter referred to as “Example”). For comparison, the center of the passenger floor in the direction of sleepers is supported by a plurality of floor support members with respect to the underframe 2 in the same manner, and random vibration is applied in the same manner, and the acceleration of the measurement points A and B on the guest room floor is increased. It was measured (hereinafter referred to as “comparative example”).

  FIG. 6A shows a measurement result of the acceleration of the passenger compartment floor 15 (measurement point A) when random vibration is input to the transverse beam 4 of the underframe 2, and FIG. ) Acceleration measurement results. From FIG. 6A and FIG. 6B, it was confirmed that the example can reduce the acceleration as compared with the comparative example. Therefore, according to the example, the vibration reduction effect in the embodiment of the present invention was confirmed.

  The present invention has been described above based on the embodiments. However, the present invention is not limited to the above embodiments, and various improvements and modifications can be made without departing from the spirit of the present invention. It can be easily guessed. For example, in each said embodiment, the floor panels 10 and 20 demonstrated the case where the ventilation ducts 16 and 26 were arranged in parallel by the sleeper direction. However, the present invention is not necessarily limited to this, and it is naturally possible to appropriately set the number of ventilation ducts 16 and 26 according to vehicle specifications and the like.

  In each of the above-described embodiments, the case where the floor receiving members 7 and 32 are provided on the structural floor 6 or the side beam 3 has been described. However, the present invention is not necessarily limited thereto, and it is naturally possible to provide the floor receiving members 7 and 32 on the side structure 5. Further, in each of the above embodiments, the case where the floor receiving members 7 and 32 are formed integrally with the structural floor 6 or the side beam 3 by using an extruded shape has been described, but is not necessarily limited thereto. It is naturally possible to join the side beam 3, the side structure 5 or the structure floor 6 by a known means such as welding.

  In the first embodiment, the case where the first member 11 and the second members 13 and 14 are formed by square pipes (steel pipes) has been described. However, the present invention is not necessarily limited to this, and C-shaped steel or H-shaped steel is used. Of course, it is possible to form by. Even when the first member 11 and the second members 13 and 14 are formed of C-shaped steel or H-shaped steel, light weight and rigidity can be ensured.

  In the first embodiment, the case where the closing plate 12 is joined to the second members 13 and 14 by welding has been described. However, the present invention is not necessarily limited to this, and other joining means can naturally be adopted. is there. Examples of other joining means include a means for joining the closing plate 12 and the second members 13 and 14 using a shaft-like member such as a rivet. In this case, a sealing material is interposed between the closing plate 12 and the second members 13 and 14 to ensure airtightness.

  In addition, it is naturally possible to arrange the auxiliary support member 33 described in the third embodiment below the floor panels 10 and 20 described in the first embodiment and the second embodiment. By arranging the auxiliary support member 33 between the floor panels 10 and 20 and the structural floor 6, the deflection and vibration of the floor panels 10 and 20 can be reduced as in the third embodiment.

  Although description is omitted in each of the above embodiments, it is naturally possible to provide a vibration isolating member between the floor receiving members 7 and 32 and the floor panels 10 and 20. The vibration damping member interposed between the floor receiving members 7 and 32 and the floor panels 10 and 20 can be expected to further attenuate vibration.

  In each of the above-described embodiments, a case has been described in which a plurality of floor panels 10 and 20 are disposed above the structural floor 6 for each vehicle. However, if the length of the floor panels 10 and 20 in the rail direction is increased, the vehicle 1 will be described. It is naturally possible to arrange one floor panel 10, 20 per both above the structural floor 6. The length in the rail direction of the floor panels 10 and 20 can be arbitrarily set depending on the structure of the vehicle.

DESCRIPTION OF SYMBOLS 1,31 Railway vehicle 2 Underframe 3 Side beam 4 Horizontal beam 5 Side structure 6 Structure floor 7,32 Floor receiving member 10,20 Floor panel 11 1st member (part of bottom part)
12 Blocking plate (part of the bottom)
13, 14 Second member (spacer part)
15 Guest room floor 16, 26 Ventilation duct 21 Panel (bottom)
23, 24 Standing part (spacer part)

Claims (4)

A frame having a pair of side beams and a plurality of horizontal beams connecting the side beams, a structural floor attached to the upper surface of the frame, and side structures joined to both sides of the frame in the sleeper direction In railway vehicles,
The bottom,
A spacer portion connected to the bottom portion and extending in the height direction;
A floor panel in which the spacer portion has a cabin floor connected to the lower surface, and a ventilation duct is built in;
A floor receiving member for supporting the both sides of the floor panel in the sleeper direction by the side beams, the structural floor or the side structure with a predetermined gap between the bottom of the floor panel and the structural floor; A railway vehicle characterized by The spacer portion extends across the rail direction of the floor panel while providing a space between each other in the sleeper direction,
The railway vehicle according to claim 1, wherein the ventilation duct is partitioned in a sleeper direction by the spacer portion. The bottom portion has a plurality of first members arranged in parallel at intervals in the rail direction with the longitudinal direction facing the sleeper direction,
A closing plate fixed to the first member and closing the gap between the first members;
The spacer portion includes a plurality of second members which are arranged in parallel with a longitudinal direction in a rail direction and spaced apart from each other in a sleeper direction and are fixed to the first member or the closing plate and to which the cabin floor is connected. ,
The railway vehicle according to claim 1 or 2, wherein the floor panel has the ventilation duct formed by the closing plate, the second member, and the cabin floor. The bottom portion includes a disk-shaped portion formed in a disk shape,
The spacer portion includes a plurality of standing portions that are arranged in parallel with a longitudinal direction in the rail direction and spaced apart from each other in the sleeper direction, and are erected on the disk-shaped portion and connected to the cabin floor,
The railway vehicle according to claim 1 or 2, wherein the floor panel has the ventilation duct formed by the plate-shaped portion, the standing portion, and the cabin floor.

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