JP2022118994A - Interior structure of railway vehicle - Google Patents

Abstract

To provide an interior structure of a railway vehicle which easily achieves both a suppressing effect against noises propagating in a passenger room space and a passenger room space securing, and elevates a comfort-ability there.SOLUTION: An interior structure constituting a space which is formed in a bodywork of a railway vehicle and in which passengers can stay is composed of plates that have at least one or more openings and are provided with layers separated with a prescribed separation along a space side inner than the bodywork, a support member connecting the plates to part the layers on the front face in a space side in the bodywork and sound absorption units made of at least one fiber sound absorption materials in layers parted by the support members. Also, the interior structure has a sound insulation plate arranged between the plate and the bodywork, and a supporting material provided on the plate-side surface of the sound insulation plate and connecting the plates to part layers which have prescribed separations between the sound insulation plate and the plates. The sound insulation plates constituting the sound absorption unit are installed in the space-side of the bodywork with a prescribed separation.SELECTED DRAWING: Figure 9

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an interior structure forming an interior space formed inside a vehicle body of a railway vehicle.

In high-speed railway vehicles represented by the Shinkansen (registered trademark), along with the increase in speed or power output, not only Shinkansen but also high-speed railway vehicles (hereinafter referred to as railway vehicles) have an interior space formed inside the body. There is a concern that the noise of the train will increase and the comfort of passengers will deteriorate. Various countermeasures have been taken to suppress the increase in noise inside the vehicle, and Patent Document 1 and Patent Document 2 are disclosed as countermeasure technologies.

Patent Document 1 discloses an interior structure that constitutes a passenger compartment of a railway vehicle. A rail vehicle is disclosed. The interior structure of this railway car aims to reduce the sound of a specific frequency among the noises inside the car. It reduces the sound of a specific frequency by interfering with the incoming sound.

Patent Literature 2 discloses a sound absorbing panel in which a sound insulating plate having an opening is laminated on the upper surface of a fiber sound absorbing layer in a ceiling or a wall constituting an indoor space of a building. This sound absorbing panel reduces noise in the interior space by absorbing the sound that passes through the opening of the sound insulating plate and enters behind the sound insulating plate with the fiber-based sound absorbing layer.

JP 2019-43341 A JP 2013-181381 A

The condition that the railway vehicle and its interior structure disclosed in Patent Document 1 can effectively reduce the noise in the passenger compartment is when 1/4 λ is established, where λ is the wavelength of sound. Although the noise can be reduced in a wide band by enclosing the sound absorbing material in the cylindrical shape, the lowest frequency in the range in which the noise can be expected to be reduced is 1/4λ. Since the frequency of sound is proportional to the reciprocal of the wavelength, it is necessary to lengthen the cylinder to reduce low-frequency noise, but a longer cylinder means a narrower cabin space.

Also, it is the cylindrical ends that function for sound absorption. Since the area of this end portion is small relative to the surface area of the cabin, although the frequency effective for sound absorption can be defined as described above, the effect on cabin noise is limited for each individual cylinder. Since there are many railway vehicles with high cabin noise over a wide band and their running conditions (speed, etc.), securing an effective area for sound absorption, securing a cabin space, and reducing cabin noise over a wide band are issues.

The sound absorbing panel disclosed in Patent Literature 2 absorbs sound in the interior space by means of an opening in the upper layer sound insulating plate and a fiber-based sound absorbing layer provided behind the sound insulating plate. In order for this sound absorbing panel to function effectively, it must be installed on the ceiling or wall of the space, but this installation narrows the space. When this sound-absorbing panel is applied to the interior structure of a railway vehicle, the body of the railway vehicle is equipped with a large number of equipment such as an air-conditioning duct that connects with the air-conditioning system for controlling the air-conditioning of the cabin space, a destination display, and so on. ing.

Installing sound absorbing panels while avoiding these devices narrows the cabin space, and it is necessary to install the sound absorbing panels and the devices separately on the vehicle body. Therefore, there is a concern that the number of man-hours required for attaching the interior structure to the vehicle body will increase. Therefore, there are problems to be solved regarding reduction of cabin noise, securing of cabin space, and reduction of manufacturing man-hours.

The object of the present invention is to effectively reduce the noise in the interior space (for example, a passenger room) of a railway vehicle, reduce the manufacturing man-hours required for the installation work and maintenance of the interior structure to the vehicle body, and secure the passenger room space. An object of the present invention is to provide an interior structure of a railway vehicle capable of improving comfort.

The above problem is solved by providing at least one layer with a predetermined interval along the inner space side from the car body in an interior structure that forms a space in which passengers can stay inside the car body of a railway vehicle. A plate member having the above-mentioned openings, a support member connected to the plate member so as to divide the layers on the surface of the space on the inside of the vehicle body, and at least one of the layers separated by the support member is made of fiber sound absorbing. It can be solved by the interior structure of the railway vehicle composed of the sound absorbing unit made of the material.

Advantageous Effects of Invention According to the present invention, it is possible to provide an interior structure of a railway vehicle that facilitates both enhancement of the effect of reducing noise transmitted to the vehicle interior space and securing of the vehicle interior space, thereby improving comfort. Furthermore, depending on the embodiment, it is also possible to reduce the manufacturing man-hours required for the work of attaching the interior structure to the vehicle body and maintenance.

FIG. 2 is a cross-sectional view orthogonal to the longitudinal direction of the railroad vehicle (hereinafter also referred to as “cross-sectional view of the railroad vehicle in the vehicle width direction”). FIG. 2 is a cross-sectional schematic diagram showing a path through which external sound propagates into the vehicle in a cross-sectional view of the railway vehicle in the vehicle width direction. 1 is a longitudinal sectional view of a sound absorbing unit according to an embodiment of the present invention (hereinafter also referred to as a "longitudinal sectional view of a sound absorbing unit"); FIG. FIG. 2 is a cross-sectional view perpendicular to the longitudinal direction of the vehicle body of the sound absorbing unit according to the embodiment of the present invention (hereinafter also referred to as "cross-sectional view of the sound absorbing unit in the vehicle width direction"). FIG. 4 is a schematic diagram of a plate material that constitutes the sound absorbing unit. FIG. 4 is a longitudinal cross-sectional view showing a specific example of fastening between a plate material and a support material that constitute a part of the sound absorbing unit. It is a cross-sectional view of the sound absorbing unit in the vehicle width direction. FIG. 4 is a schematic diagram of layers that constitute the sound absorbing unit. FIG. 2 is a schematic diagram of the sound absorbing unit viewed from the interior space of the railroad vehicle; 4 is a graph showing measurement results of the reverberation room method sound absorption coefficient of the fibrous sound absorbing material enclosed in the sound absorbing unit. 4 is a graph showing the amount of sound pressure level reduction in the vehicle interior space when the sound absorbing unit is installed on the ceiling of the railway vehicle. FIG. 4 is a cross-sectional view in the vehicle width direction showing a specific example of fastening between the sound absorbing unit and the structure of the railroad vehicle;

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a cross-sectional view of a railroad vehicle in the vehicle width direction. The railway vehicle illustrated here is a passenger car, and has an interior structure therefor. A railway vehicle 100 is composed of a vehicle body 20 and a bogie 21 that supports the vehicle body 20 . The vehicle body 20 includes an underframe 4 forming a floor surface, side structures 5 erected on both ends of the underframe 4 in the vehicle width direction, and end structures (not shown) erected on the underframe 21 in the longitudinal direction of the vehicle body. ), and a roof structure 6 mounted on the upper ends of the side structure 5 and the end structure (not shown). An upper floor 7 on which a seat or the like is placed is provided on the upper surface of the underframe 4 .

The side structure 5 is provided with windows, a side sliding door (not shown) for boarding and alighting of passengers, and the like. In addition, an end partition wall 8 is provided in parallel with the end structure (not shown), and there is a deck portion (not shown) on which a side sliding door (not shown) is installed and a seat (not shown). The guest rooms are partitioned. A gable partition wall 8 is provided with a gable partition wall sliding door 9. - 特許庁FIG. 2 is a schematic cross-sectional view showing a route of propagation of external sound into the vehicle in a cross-sectional view of the railway vehicle in the vehicle width direction.

The noise observed in the vehicle interior space 10 (guest room, deck section) where passengers of the railway vehicle 100 stay is divided into structure-borne sound 30 and air-borne sound 31 . The vehicle body 20 of the railroad vehicle 100 includes a center pin 22 (a portion that serves as the turning center of the bogie 21), a traction device (a portion that transmits the driving force and braking force of the bogie 21 to the vehicle body 20, not shown), and a yaw damper (not shown). (not shown) is connected to the truck 21 via an attachment portion (a portion for suppressing vibration in the horizontal plane of the truck 21) on the outside of the vehicle.

The solid-borne sound 30 is generated when the vibration of the bogie 21 propagates to the center pin 22, the traction device (not shown), etc., and these parts to which the vibration propagates vibrate the underframe 4 constituting the vehicle body 20. As a result, This is the sound radiated from the surface of the underframe 4 or the like into the vehicle interior space 10 .

On the other hand, the airborne sound 31 includes rolling noise 32 generated by the wheels 23 rolling on rails (not shown), aerodynamic noise 33 around the vehicle body 20, and the like, which are transmitted through each part of the vehicle body 20 and propagated inside the vehicle. It is the sound that propagates to the space 10 . Of the airborne sound 31 , the rolling sound 32 is radiated to the vehicle exterior space 11 around the vehicle body 20 , and part of it is transmitted through the vehicle body 20 and propagates to the vehicle interior space 10 .

Furthermore, since the flow velocity of the air flowing around the railway vehicle 100 increases as it travels at high speed, the air flowing around the surface of the vehicle body 20 and the underfloor equipment (not shown) provided under the floor of the vehicle body 20 separates and swirls. The aerodynamic noise 33 caused by is also increased.

As the railway vehicle 100 becomes faster, both the structure-borne sound 30 and the air-borne sound 31 increase, and the noise in the vehicle interior space 10 increases. Regarding the relationship between the running speed of the railway vehicle 100 and the solid-borne sound 30 and the air-borne sound 31, the solid-borne sound 30 is generally proportional to the square to the third power of the running speed of the railway vehicle 100, and the air-borne sound 31 is generally proportional to the railway speed. It is proportional to the running speed of the vehicle 100 to the fifth power to the seventh power.

Therefore, as the speed of the railway vehicle 100 increases, the main sound source of the noise in the vehicle interior space 10 is the air-borne sound 31 . In particular, in order to reduce noise in the interior space 10 of a high-speed railway vehicle such as the Shinkansen (registered trademark), it is necessary to reduce the airborne sound 31 and to absorb the noise in the interior space 10 . The sound absorbing unit 200 solves the problem of noise reduction in the vehicle interior space 10 described above.

FIG. 3 is a longitudinal sectional view of the sound absorbing unit 200. FIG. FIG. 4 is a cross-sectional view of the sound absorbing unit 200 in the vehicle width direction. The sound absorbing unit 200 includes a plate member 41 provided on the vehicle interior space 10 side of the vehicle body 20, a sound insulating plate 42 provided on the vehicle body 20 side of the plate member 41 and separated by a layer 40b having a predetermined distance from the vehicle body 20, It is composed of a layer 40a having a predetermined gap between the plate member 41 and the sound insulating plate 42, and support members 43a and 43b (collectively 43) connecting the plate member 41 and the sound insulating plate 42 so as to divide the layer 40a.

The plate member 41 has openings 41a, 41b and non-openings 41p, 41q, and is provided on the vehicle interior space 10 side. The layers 40a and 40b are composed of a fibrous sound absorbing material 44, various devices and ducts, etc., in addition to air. Details of each configuration will be described below.

[Board material]
The plate member 41 is arranged on the vehicle interior space 10 side of the layer 40a provided with a predetermined gap from the sound insulation plate 42, and is an opening for allowing sound to enter the layer 40a from the vehicle interior space 10 side. It has portions 41a and 41b and non-opening portions 41p and 41q for reflection.

Functions of the openings 41a, 41b and the non-openings 41p, 41q forming the plate member 41 will be described with reference to FIG. Sound exists in the vehicle interior space 10 . The sound incident toward the layers through the openings 41a and 41b of the plate member 41 is reflected by the sound insulating plate 42, propagates through the layer 40a again, and propagates toward the vehicle interior space 10 side. Part of the propagating sound is reflected by the non-openings 41p and 41q of the plate member 41 and propagates through the layer 40a again.

In this way, the sound incident on the openings 41 a and 41 b of the plate member 41 is insulated by the non-opening portions 41 p and 41 q of the plate member 41 . That is, since only a part of the sound that has entered the openings 41a and 41b of the plate member 41 returns to the vehicle interior space 10, the energy of the returned sound becomes smaller than the energy of the incident sound, and the noise in the vehicle interior space 10 is reduced. Reduce.

The plate member 41 has a plate-like, bar-like, or sheet-like shape, and if the layer 40a contains a fibrous sound absorbing material 44 or the like made of air, it has a rigidity capable of supporting the fibrous sound absorbing material 44. It is not particularly limited as long as it is a material capable of reflecting sound, and various inorganic board materials and organic board materials can be used.

Examples of inorganic board materials include metal boards (eg, aluminum plates, stainless steel, steel plates, iron plates, etc.), glass boards, gypsum boards, and the like. Examples of organic board materials include wood boards [e.g., natural wood, solid wood, plywood (laminated wood board), etc.], wood fiber boards (e.g., particle boards, medium density fiber boards, hard boards, insulation boards, etc.). , acrylic resin boards, etc.), synthetic resin boards (eg, polycarbonate boards, fiber-reinforced plastic boards, polyethylene boards, etc.).

These plate materials can be selected according to the application. For example, for applications that require lightness, wood-based boards such as plywood and lightweight metal boards such as aluminum are suitable. Glass boards and acrylic resin boards are suitable for applications that require transparency. In addition, the material of the plate material can be appropriately selected in consideration of the design property.

The thickness of the plate member 41 can be selected according to the material of the plate member 41. When the sound in the vehicle interior 10 enters the openings 41a and 41b of the plate member 41 and returns to the vehicle interior 10, it is reflected by the non-opening portions. If possible, its thickness may be, for example, 0.1 mm.

However, if the thickness of the plate member 41 is too small, the rigidity of the plate member 41 is reduced, and as a result, problems such as bending may occur. Therefore, the thickness of the plate member 41 is preferably about 5 mm to 15 mm.

The size of the openings 41a and 41b is such that part of the sound incident on the plate member 41 from the vehicle interior space 10 is transmitted, and the transmitted sound propagates through the layer 40a, is reflected by the plate member 41, propagates again through the layer 40a, and travels through the plate member. In order to reflect part of the sound incident on 41 by the non-openings 41p and 41q, and to have rigidity capable of supporting the fibrous sound absorbing material 44 when the fibrous sound absorbing material 44 is enclosed in the layer 40a. In addition, it can be appropriately selected according to the application, the shape of the openings 41a and 41b, and the like.

The area ratio (opening ratio) of the openings 41a and 41b can be appropriately selected according to the application. In order to exhibit the performance of the aperture ratio, it is desirable that the aperture ratio is about 50%. However, this aperture ratio does not necessarily have to be about 50%, and can be adjusted depending on the degree to which noise in the vehicle interior 10 is desired to be reduced.

The shape of the openings 41a and 41b is not particularly limited, and can be appropriately selected according to the intended design. For example, polygonal shapes (triangles, squares, rectangles, rhombuses, squares such as parallelograms, pentagons, hexagons, octagons, etc.), circular shapes, elliptical shapes, fonts such as numbers and alphabets, and images that imitate pictures It may be a shape or the like. Of these shapes, a rectangular shape is desirable from the viewpoint of improving the comfort of the vehicle interior space 10 .

When the shape of the openings 41a and 41b is rectangular, the shape of the non-openings 41p and 41q is also rectangular. If the arrangement direction of the non-openings 41p and 41q is the longitudinal direction of the railway vehicle 100, a visual effect of expanding the interior space 10 in the width direction of the railway vehicle 100 can be obtained. A visual effect can be obtained in which the interior space 10 in the longitudinal direction of 100 is expanded. This visual effect is commonly referred to as the Helmholtz illusion.

The sound absorbing unit 200 has at least one or more openings, the openings 41a and 41b are rectangular in shape, and the openings 41a and 41b are arranged along one direction. The sound absorbing unit 200 configured in this way can give a Helmholtz illusion to the passengers of the railroad car 100, so that by giving the passengers an illusionary effect, the passengers can feel as if they are in a large space. Given. Therefore, the sound absorbing unit 200 can improve the comfort of the vehicle interior space 10 . The number of openings 41a and 41b is determined by the aperture ratio. Considering that the aperture ratio is greater than 0% and less than 100%, the number of apertures is at least 1 or more.

FIG. 5 is a schematic diagram of a plate material that constitutes the sound absorbing unit 200, in which nine rectangular openings and ten rectangular non-openings are arranged along the width direction of the railroad vehicle 100. It is a diagram. As described above, FIG. 5 shows a specific example of the plate member 41 and the openings 41a and 41b and the non-opening portions 41p and 41q that constitute the plate member 41. As shown in FIG. Note that the direction in which the rectangular openings are arranged is not limited to the width direction of the railcar 100 , and may be arranged along the longitudinal direction of the railcar 100 .

FIG. 6 is a longitudinal cross-sectional view showing a specific example of fastening between a plate member and a supporting member that constitute a part of the sound absorbing unit 200. As shown in FIG. That is, FIG. 6 is a cross-sectional view of the sound absorbing unit 200, showing a specific example of fastening between the plate member 41 and the support member 43 that constitute a part of the sound absorbing unit 200. As shown in FIG.

The connection between the plate member 41 and the support member 43 can be performed by inserting the spring 51, tightening with the bolt 52, or mounting with a magnet catch (not shown), a line fastener (not shown), or a hook-and-loop fastener (not shown). I assume.

Further, the plate member 41 and the support member 43 do not necessarily have to be unremovable after being fastened. For maintenance of the air conditioning duct 46, the air conditioning duct opening 46a, etc., a part of the plate member 41 can be opened and closed or can be removed.

[Support material]
The support members 43a and 43b are members that connect the plate member 41 and the sound insulating plate 42, and are provided so as to divide the layer 40a between the plate member 41 and the sound insulating plate 42. As shown in FIG. The supporting material is not particularly limited as long as it is a material having rigidity capable of supporting the plate member 41 and the sound insulating plate 42, and is not particularly limited. stainless steel) are suitable. The length of supports 43a, 43b depends on the thickness of layer 40a. Since the detailed description of the layer 40a will be given later, the description thereof is omitted here.

The number of supporting members 43a and 43b is sufficient as long as it has the rigidity to support the plate member 41 and the sound insulating plate 42; At least 2 or more is suitable because it is necessary to have

[layer]
In addition to air, the layer 40 configuration may also enclose fibrous sound absorbing material 44 . The main purpose of enclosing this fiber-based sound absorbing material is to efficiently reduce noise in the vehicle interior space 10 . The fibrous sound absorbing material 44 may have a fiber structure having a sound absorbing function. , a fibrous sound absorbing material 44 made of inorganic fibers (for example, glass fibers, carbon fibers, etc.).

FIG. 7 is a cross-sectional view of the sound absorbing unit 200 in the vehicle width direction. It is a specific example of the sound absorbing unit 200 and is a cross-sectional view in the width direction that intersects the longitudinal direction of the railway vehicle. Sound is absorbed by encapsulating fibrous sound absorbing material 44 in layer 40a or layer 40b or both. That is, the sound that passes through the openings 41a and 41b of the plate member 41 from the vehicle interior space 10 and propagates through the layer 40a (the fibrous sound absorbing material 44) causes vibration of the fibers themselves when passing through the fibrous sound absorbing material 44. Some of the sound energy is converted into heat energy and absorbed by the friction between the fibers forming the pores and the viscous resistance when passing through the pores (between the fibers).

The sound whose energy has been reduced reaches the sound insulating plate 42 , part of which is reflected by the sound insulating plate 42 toward the plate member 41 , and the sound incident on the openings 41 a and 41 b of the plate member 41 propagates through the layer 40 a and reaches the sound insulating plate 42 . It is reflected and propagates through layer 40a again. The energy of the reflected sound when it returns to the vehicle interior space 10 in this way is smaller than when the fibrous sound absorbing material 44 is not enclosed in the layer 40a (in the case of air), and the noise in the vehicle interior space 10 is further reduced. can do.

In addition, some sounds are transmitted through the sound insulating plate 42 without being reflected. This sound is transmitted through the sound insulating plate 42 and through the layer 40b. The energy is reduced by the aforementioned sound absorption due to the fibrous sound absorbing material 44 enclosed in this layer 40b. A part of the sound transmitted through the layer 40b is reflected by the vehicle body 20 toward the sound insulating plate 42, but the rest of the sound transmits the vehicle body 20 and propagates to the outside of the vehicle. The sound reflected toward the sound insulation plate 42 is absorbed again while passing through the layer 40b, and the sound whose energy is reduced by this reaches the sound insulation plate 42, part of which is reflected toward the vehicle body 20, and the rest of the sound. It penetrates the plate 42 and penetrates the layer 40a.

The energy of the sound transmitted through the layer 40a is reduced by the sound absorption described above, and the sound is transmitted into the vehicle interior space 10 through the openings 41a and 41b of the plate member 41. FIG. That is, when the sound incident on the openings 41a and 41b from the vehicle interior space 10 propagates through the layer 40a, is reflected by the sound insulating plate 42, is reflected by the vehicle body 20, propagates through the layer 40a again, and returns to the vehicle interior space 10. The sound energy becomes smaller than when the fibrous sound absorbing material 44 is not enclosed in the layer 40a or the layer 40b or both (in the case of air), and the noise in the vehicle interior space 10 can be further reduced.

The fibrous sound absorbing material 44 does not necessarily have to be a single material, and can be appropriately selected according to the application. For example, a thin material (not shown) can be laminated on the surface of the fibrous sound absorbing material 44 on the plate material 41 side. The thin material here means a thin material with low rigidity to the extent that it cannot stand on its own against gravity. By laminating the thin material (not shown) provided on the surface of the plate member 41 and the fibrous sound absorbing material 44, the fibrous sound absorbing material 44 is prevented from becoming dirty due to contact with passengers, etc., and the color of the vehicle interior space 10 is unified. It is possible to improve the sense of design and reduce low-frequency sounds.

As for the reduction of low-frequency sound, since the vibration of a thin material (not shown) provides a sound-absorbing function having a peak at a low frequency, low-frequency sound can be reduced without increasing the thickness of the fibrous sound-absorbing material 44 . Sound absorbing function can be increased.

What is provided in the layer 40a is not limited to the air and the fibrous sound absorbing material 44 described above, and may be provided with various devices and air conditioning ducts 46 necessary for maintaining the operation function of the railway vehicle 100. can. Examples of various devices include destination displays, speakers, lighting, fire extinguishers, emergency switches, and air conditioning sensors.

In addition, it is possible to configure with an air conditioning duct 46, and in particular, an air conditioning duct opening 46a for returning the air in the vehicle interior space 10 to an air conditioner (not shown) and adjustment from the air conditioner (not shown). This layer 40a may be provided with an air-conditioning duct opening 46a for blowing the filtered air into the vehicle interior space 10. As shown in FIG. By doing so, the air-conditioning duct 46 , which has conventionally been configured as a separate member, can be integrated as the sound absorbing unit 200 . As a result, the number of man-hours required for installing the air-conditioning duct 46 to the vehicle body can be reduced.

FIG. 8 is a schematic diagram of layers that constitute the sound absorbing unit 200 . This is a specific example in which the layer 40a is composed of a fibrous sound absorbing material 44, a device 45a, a device 45b, an air conditioning duct 46, and an air conditioning duct opening 46a. In the configuration example of the layer 40a shown in FIG. 7, most of the layer 40a is composed of the fibrous sound absorbing material 44, and the remainder is composed of the devices 45a and 45b and the air conditioning duct 46 (including the air conditioning duct opening 46a). Thus, the layer 40a can be configured by combining air, the fibrous sound absorbing material 44, various equipment, the air conditioning duct 46, and the like.

Further, although the layer 40a is divided by the support members 43a and 43b, it is possible to cut out a part of the support members 43a and 43b depending on the constituent members of the layer 40a. Moreover, although the support members 43a and 43b shown in FIG. 8 extend along the vehicle width direction of the railroad vehicle 100, the configuration is not limited thereto. That is, the support members 43a and 43b are not necessarily limited to the configuration along the vehicle width direction, and the layer 40a is not necessarily composed of the fibrous sound absorbing material 44, the equipment, the air conditioning duct 46, and the like. Therefore, even if the supports 43a, 43b are along the longitudinal direction of the railcar 100, the layer 40a can be composed of the fibrous sound absorbing material 44, the equipment, the air conditioning duct 46, and the like.

Moreover, the thickness of the layer 40a can be appropriately selected according to the securing of the vehicle interior space 10 and the structure of the layer 40a. In general, when a portion of the layer 40a is composed of the fibrous sound absorbing material 44, the sound absorbing function of the fibrous sound absorbing material 44 reduces noise in the vehicle interior space 10 not only by the opening ratio of the plate material 41 but also by the fibrous sound absorbing material. The thickness of 44 is also affected. In addition, it is known that the thicker the fibrous sound absorbing material 44, the higher the low-frequency sound absorbing function. Therefore, the thickness of the layer 40a can be appropriately selected according to the frequency characteristics desired to reduce the noise in the vehicle interior 10, the degree to which noise reduction is desired, the securing of the vehicle interior 10, and the like.

[Sound insulation board]
In the railway vehicle interior structure according to the embodiment of the present invention, part of the layer 40a is composed of the fibrous sound absorbing material 44, and the surface of the fibrous sound absorbing material 44 on the side of the vehicle interior space 10 has an opening ratio that is partly Sound in the vehicle interior space 10 can be absorbed by the sound absorbing unit 200 laminated with the plate members 41, so that noise in the vehicle interior space 10 can be reduced.

However, as described above, as the railway vehicle 100 speeds up, the external sound of the railway vehicle 100 increases, and the increased external sound propagates through the interior structure and enters the vehicle interior space 10 as transmitted sound. noise increases further. The sound absorbing effect of the fibrous sound absorbing material 44 generally does not depend on the noise level in the vehicle interior space 10 (depends on the frequency characteristics) if the area, material, thickness, etc. of the fibrous sound absorbing material 44 do not change.

Therefore, in order to further reduce the noise in the vehicle interior space 10 of the railway vehicle 100 traveling at high speed, it is necessary to reduce the transmission sound of the vehicle exterior sound. For the purpose of reducing this transmitted sound, the sound absorbing unit 200 includes a sound insulating plate 42 between the plate member 41 and the vehicle body 20 along the vehicle interior space 10 side. The sound insulation plate 42 is not particularly limited as long as it has a function of reducing transmitted sound (sound insulation function), and is not particularly limited as long as it is plate-shaped, bar-shaped, or sheet-shaped and can reflect sound. An inorganic board material or an organic board material can be used.

Examples of inorganic board materials include metal boards (eg, aluminum plates, stainless steel, steel plates, iron plates, etc.), glass boards, gypsum boards, and the like. Examples of organic board materials include wood boards [e.g., natural wood, solid wood, plywood (laminated wood board), etc.], wood fiber boards (e.g., particle boards, medium density fiber boards, hard boards, insulation boards, etc.). , acrylic resin boards, etc.), synthetic resin boards (eg, polycarbonate boards, fiber-reinforced plastic boards, polyethylene boards, etc.).

Furthermore, a rubber sheet made of natural rubber or synthetic rubber (eg, chloroprene rubber, styrene-butadiene rubber, etc.) may be used. These plate materials and sheet materials can be selected according to the application. For example, for applications that require sound insulation, heavy metal boards such as iron plates are suitable. Wood-based boards such as plywood and lightweight metal boards such as aluminum are suitable for applications that require lightness.

A rubber sheet or the like is suitable for applications requiring reduction of vibration propagating from the vehicle body 20 to the interior structure. In addition, it can be appropriately selected depending on the required application. The thickness of the sound insulating plate 42 can be selected according to the material of the plate material or sheet material, and can be appropriately selected according to the degree of noise reduction in the vehicle interior space 10 . This is because the higher the surface density of the sound insulating plate 42, the greater the sound insulating function (depending on the law of mass).

For example, if the degree of noise reduction in the vehicle interior space 10 can be satisfied only by the sound absorbing effect of the fibrous sound absorbing material 44, the thickness of the sound insulating plate 42 may be zero, that is, the sound insulating plate 42 may be unnecessary. If the sound insulation plate 42 is not required, the layer 40b will be an integral layer with the layer 40a.

Further, if the degree of noise reduction in the vehicle interior space 10 cannot be satisfied only by the sound absorbing effect of the fibrous sound absorbing material 44, the thickness of the sound insulating plate 42 can be appropriately selected, for example, 0.1 mm or more. . However, if the thickness of the sound insulating plate 42 is too small, the rigidity of the plate material will be reduced, and there is a risk that problems such as bending will occur.

[Characteristics of sound absorbing unit]
FIG. 9 is a schematic diagram of the sound absorbing unit 200 viewed from the vehicle interior space 10. As shown in FIG. A sound absorbing unit 200 shown in FIG. 9 is an example in which a layer 40a constituting the sound absorbing unit 200 is composed of a fibrous sound absorbing material 44, a device 45a, a device 45b, an air conditioning duct 46, and an air conditioning duct opening 46a. be. As shown in FIG. 9, when the sound absorbing unit 200 is viewed from the vehicle interior space 10, the plate member 41 (including the openings 41a and 41b and the non-opening portions 41p and 41q), the support members 43a and 43b, and the fibrous sound absorbing member 44 are visible. .

At least a portion of the interior of the layers separated by the support material may consist of equipment or ducts. According to this interior structure, the fibrous sound absorbing material 44 is visible from the vehicle interior space 10, and the sound absorbing unit 200 absorbs the sound of the vehicle interior space 10, so that the noise in the vehicle interior space 10 can be reduced. . Further, when the device 45a, the device 45b, the air-conditioning duct 46, and a part of the plate member 41 on the vehicle interior space 10 side of the air-conditioning duct opening 46a are configured by the plate member 41 that can be opened and closed or removed, the device 45a , 45b and the air-conditioning duct 46 can be facilitated.

The sound absorbing effect of the sound absorbing unit 200 will be described. As described above, in order to improve the sound absorbing effect, the fibrous sound absorbing material 44 is enclosed in a part of the layer 40a that constitutes the sound absorbing unit 200, and of the surface area of the sound absorbing unit 200 on the vehicle interior space 10 side, the fiber It is desirable that about 50% or more of the sound absorbing material 44 is exposed. It is generally known that the sound absorbing effect of the fibrous sound absorbing material 44 improves as the thickness of the fibrous sound absorbing material 44 increases.

Therefore, from the viewpoint of the sound absorbing effect, that is, the effect of reducing noise in the vehicle interior 10, the greater the thickness of the fibrous sound absorbing material 44, the better. As a result, there is concern that the comfort of the vehicle interior space 10 may be reduced. However, the material of the interior panel widely used as the passenger-side surface material in the interior structure of the conventional railway vehicle 100 is often made of aluminum or fiber-reinforced plastic, and the sound absorption coefficient of these materials is about 0.1. , which is much smaller than that of the fibrous sound absorbing material 44 .

In other words, even if the fibrous sound absorbing material 44 cannot be made that thick, the sound absorption coefficient is higher than that of the conventional interior panel of the railway vehicle 100, and it is effective in reducing the noise in the interior space 10 of the vehicle. The amount of change in the sound pressure level before and after the change in sound absorption coefficient is expressed by the following equation, assuming that the area of the material is the same before and after the change in sound absorption coefficient.
ΔL=10×Log10(A2/A1)

Here, ΔL is the amount of change in the sound pressure level, A1 is the sound absorption coefficient before the change, and A2 is the sound absorption coefficient after the change. From this formula, it can be understood that the amount of change in sound pressure level is determined by the ratio before and after the change in sound absorption coefficient. Now, the amount of change in the sound pressure level before and after the change in the sound absorption coefficient will be shown assuming a certain material.

FIG. 10 is a graph showing the measurement results of the reverberant room method sound absorption coefficient of the fibrous sound absorbing material 44 enclosed in the sound absorbing unit 200 . The sound absorption coefficient of the aluminum plate widely used as the material of the interior panel and the sound absorption coefficient of the fibrous sound absorbing material 44 (thicknesses of 25 mm and 50 mm) formed of glass fiber widely used as the fibrous sound absorbing material 44. be. From FIG. 10, it can be confirmed that the sound absorption coefficient of the fibrous sound absorbing material 44 is higher than that of the aluminum plate over a wide band.

FIG. 11 is a graph showing the amount of sound pressure level reduction in the vehicle interior space when the sound absorbing unit 200 is installed on the ceiling of the railroad vehicle. It is an example of the amount of change in the sound pressure level before and after the change in the sound absorption coefficient shown in FIG. It is assumed that the approximate dimensions of the interior space 10 of the railroad vehicle 100 are rectangular parallelepipeds, the material of all six surfaces constituting the rectangular parallelepipeds is assumed to be aluminum, and the sound absorption coefficient of the seats (not shown) of the interior space 10 is about 0.3. Assume that The amount of change in the sound pressure level when one of the six surfaces of the ceiling is replaced with the fibrous sound absorbing material 44 (glass wool, thickness 25 mm and 50 mm) is shown.

The amount of change in this sound pressure level is represented by the following equation.
ΔL=10×Log10(α2/α1)
=10*Log10((ΣSj*Aj)/((ΣSi*Ai))

Here, α1 is the average sound absorption coefficient before change, α2 is the average sound absorption coefficient after change, Si is the surface area of each interior before change, Ai is the sound absorption coefficient of each interior before change, and Sj is the sound absorption coefficient of each interior after change. The surface area Aj is the surface area of each interior after the change, and this surface area is assumed to be the approximate dimension ratio of the interior space 100 assuming a rectangular parallelepiped, ceiling:side:end partition:floor=5:7:1:5. .

From FIG. 11, by replacing only one surface of the ceiling from the aluminum plate with the fibrous sound absorbing material 44, the sound pressure level in the vehicle interior space 10 is reduced. It can be confirmed that the unit 200 contributes to noise reduction in the vehicle interior space 100 . The amount of reduction in the sound pressure level when the thickness of the fibrous sound absorbing material 44 is 25 mm is smaller than the amount of change in the sound pressure level when the thickness of the fibrous sound absorbing material 44 is 50 mm. It can be confirmed that the amount of reduction in the sound pressure level is large.

In other words, even if the thickness of the fibrous sound absorbing material 44 cannot be increased from the viewpoint of ensuring a spacious interior space, the sound absorption coefficient is not as high as that of panels widely used as the interior structure of railcars, such as those made of aluminum or FRP. Since it is large, it can efficiently reduce noise in the vehicle interior space even if it is not thick enough.

FIG. 12 is a cross-sectional view in the vehicle width direction showing a specific example of fastening between the sound absorbing unit 200 and the structure of the railroad vehicle. FIG. 5 is a diagram showing a specific example of fastening between the sound absorbing unit 200 and the roof structure 6; The sound absorbing unit 200 is fixed to the curtain rail 61 provided on the roof structure 6 by fastening with bolts 52, insertion using a spring (not shown), wire fastener (not shown), hook-and-loop fastener (not shown), or the like. be done.

Not only the connection between the sound absorbing unit 200 and the roof structure 6 as shown in FIG. can be reduced, and the lead time in manufacturing the vehicle body 20 can be shortened.

As described above, according to the present embodiment, in addition to improving comfort by reducing noise in the vehicle interior space, securing the interior space, and providing visual effects, the work of installing the interior structure to the vehicle body and the maintenance work can be performed. It is possible to provide an interior structure of a railway vehicle that can also reduce the amount of work required inside the vehicle.

In addition, the present invention is not limited to the above-described embodiments, and includes various modifications. For example, the above embodiments have been described in detail for easy understanding of the present invention, and are not necessarily limited to those having all the described configurations. Moreover, it is possible to replace part of the configuration of one embodiment with the configuration of another embodiment, and it is also possible to add the configuration of another embodiment to the configuration of one embodiment. Moreover, it is also possible to add, delete, or replace a part of the configuration in each embodiment with another configuration.

The interior structure of a railroad vehicle (hereinafter referred to as "this interior structure") according to the embodiment of the present invention can be summarized as follows.
[1] This interior structure is an interior structure that forms a space in which passengers can stay, which is formed inside the vehicle body of the railway vehicle 100 . The interior structure is composed of a plate member 41, a support member 43, and a sound absorbing unit 200 shown in FIG.

A plate member 41 shown in FIG. 3 has at least one or more openings 41a and 41b provided with a layer 40 having a predetermined interval along the inner space side of the vehicle body. The support member 43 is connected to the plate member 41 so as to divide the layers 40a and 40b on the surface on the space side inside the vehicle body. In the sound absorbing unit 200 , at least one of the layers 40 separated by the support material 43 is made of a fibrous sound absorbing material 44 .

In this interior structure, noise is reflected by the plate material 41 and absorbed by the fibrous sound absorbing material 44 inside the layer 40 separated by the support material 43 while passing through the sound absorbing unit 200 . That is, this interior structure can enhance the effect of reducing noise transmitted to the vehicle interior space. In terms of securing the space inside the vehicle, the fibrous sound absorbing material 44 has a higher sound absorption coefficient than panels made of aluminum or FRP. can.

As a result, the present interior structure can easily achieve both enhancement of the effect of reducing noise transmitted to the vehicle interior space and securing of the vehicle interior space, and can improve comfort. Further, with the interior structure of the embodiment as illustrated in FIG. 12, it is possible to reduce manufacturing man-hours required for mounting work to the vehicle body and maintenance. Further, the reduction in man-hours is not limited to the one illustrated in FIG. 12 .

[2] In addition to [1], the present interior structure includes a sound insulating plate 42, and the structure of the plate member 41 is slightly different. The plate member 41 having a slightly different structure has at least one or more openings 41a and 41b provided at predetermined intervals along the inner space side of the vehicle body. The sound insulating plate 42 is arranged between the plate member 41 and the vehicle body. The supporting member 43 is connected to the plate member 41 on the surface of the sound insulating plate 42 on the plate member 41 side so as to divide the layer 40 arranged at a predetermined interval between the sound insulating plate 42 and the plate member 41 .

In the sound absorbing unit 200, at least one of the layers 40 separated by the support material 43 has a fibrous sound absorbing material. A sound insulating plate 42 constituting the sound absorbing unit 200 is arranged at a predetermined interval on the space side of the vehicle body. As shown in FIG. 4, the sound existing in the vehicle interior space 10 enters from the openings 41a and 41b of the plate member 41 toward the layer 40a, is reflected by the sound insulating plate 42, propagates through the layer 40a again, and reaches the vehicle interior space 10 side. propagate to Part of the propagating sound is reflected by the non-openings 41p and 41q of the plate member 41 and propagates through the layer 40a again.

That is, since only a part of the sound that has entered the openings 41a and 41b of the plate member 41 returns to the vehicle interior space 10, the energy of the returned sound becomes smaller than the energy of the incident sound, and the noise in the vehicle interior space 10 is reduced. Reduce. Such a present interior structure also facilitates both enhancing the effect of reducing noise transmitted to the vehicle interior space and securing the vehicle interior space, and can improve comfort.

[3] In the interior structure of [1] or [2] above, the openings 41a and 41b of the plate member 41 are rectangular, and the rectangular openings 41a and 41b are preferably arranged along one direction. The sound absorbing unit 200 configured in this way can give a Helmholtz illusion to the passengers of the railroad car 100, so that by giving the passengers an illusionary effect, the passengers can feel as if they are in a large space. Given. Therefore, the sound absorbing unit 200 can improve the comfort of the vehicle interior space 10 .

[4] In the present interior structure of the above [1] to [3], at least part of the interior of the layer 40 divided by the support members 43 may be composed of equipment or ducts. According to this interior structure, the fibrous sound absorbing material 44 is visible from the vehicle interior space 10, and the sound absorbing unit 200 absorbs the sound of the vehicle interior space 10, so that the noise in the vehicle interior space 10 can be reduced. . In this manner, in the present interior structure, the air conditioning duct 46 can be integrated with the sound absorbing unit 200, so the manufacturing man-hours required for installing the air conditioning duct 46 to the vehicle body can be reduced.

[5] In the interior structure of the above [1] to [4], a part of the plate material 41 on the vehicle interior space 10 side of the device 45a, the device 45b, the air conditioning duct 46, and the air conditioning duct opening 46a can be opened and closed or It is preferable that the plate member 41 is removable. In that case, maintenance work for the devices 45a and 45b, the air conditioning duct 46, and the like can be facilitated.

[6] In the present interior structure of [1] to [5] above, the space is suitable for passenger cabins in which passengers can sit. Along with the increase in speed or power output of railway vehicles, there is concern that the noise in the interior space formed inside the vehicle body will increase and the comfort of passengers will deteriorate, and such concerns can be resolved.

[7] In the present interior structure of [1] to [5] above, the space may be applied to a deck portion provided with an entrance for passengers to get on and off the railway vehicle. It would be better if the deck part during running is also quiet.

[8] In the present interior structure of [1] to [7] above, the plate material includes at least the ceiling of the space, the side of the space, one or both of the front and rear inner walls of the space, and the floor of the space. , is preferably formed. Regarding the relationship between the scope of application and the effect of this interior structure, by replacing only one surface of the ceiling from the aluminum plate with the fibrous sound absorbing material 44, the sound pressure level in the vehicle interior space 10 is reduced. It was confirmed that the sound absorbing unit 200 composed of the sound absorbing material 44 contributes to noise reduction in the vehicle interior space 100 . Similarly, even if this interior structure is applied to the inner wall or floor surface, a corresponding noise reduction effect can be obtained.

[9] In the present interior structure of the above [1] to [8], it is preferable to provide a thin material on the space-side surface of the sound absorbing material. In other words, regarding the reduction of low-frequency sound, since the vibration of a thin material (not shown) provides a sound-absorbing function having a peak at a low frequency, it is possible to reduce the sound without increasing the thickness of the fibrous sound-absorbing material 44 . Absorption of frequencies can be increased.

4 underframe, 5 side structure, 6 roof structure, 7 upper floor, 8 end partition wall, 9 end partition wall sliding door, 10 interior space, 11 exterior space, 20 car body, 21 bogie, 22 center pin, 23 wheel, 30 solid propagation Sound 31 Air-borne sound 32 Rolling sound 33 Aerodynamic sound 40a, 40b Layer 41 Plate material 41a, 41b Opening 41p, 41q Non-opening 42 Sound insulating plate 43, 43a, 43b Support member 44 Fibrous sound absorbing materials 44, 45a, 45b Equipment 46 Air-conditioning duct 46a Air-conditioning duct opening 46a, 51 Spring 52 Bolt 61 Curtain rail 100 Railway car 200 Sound absorbing unit

Claims (9)

In the interior structure that constitutes a space in which passengers can stay, formed inside the body of a railroad vehicle,
a plate member having at least one or more openings provided with a layer having a predetermined interval along the inner space side from the vehicle body;
a support member connected to the plate member so as to divide the layer on the surface of the interior of the vehicle body on the side of the space;
a sound absorbing unit in which at least one of the layers separated by the support material is made of a fibrous sound absorbing material;
consists of
Interior structure of railway vehicle. In the interior structure that constitutes a space in which passengers can stay, formed inside the body of a railroad vehicle,
a plate member having at least one or more openings provided at a predetermined interval along the inner space side from the vehicle body;
a sound insulating plate disposed between the plate member and the vehicle body;
a support member connected to the plate material so as to divide a layer provided on the plate material side surface of the sound insulating plate with a predetermined gap between the sound insulating plate and the plate material;
a sound absorbing unit in which at least one of the layers separated by the support material is made of a fibrous sound absorbing material;
with
The sound insulating plate constituting the sound absorbing unit is arranged on the space side of the vehicle body at a predetermined interval.
Interior structure of railway vehicle. The opening of the plate is rectangular,
the rectangular openings are arranged along one direction;
The interior structure of a railway vehicle according to claim 1 or 2. At least part of the interior of the layer separated by the support material consists of equipment or ducts,
The interior structure of a railway vehicle according to any one of claims 1 to 3. A part of the plate material has a mechanism that can be opened and closed or a mechanism that can be removed,
The interior structure of a railway vehicle according to any one of claims 1 to 4. the space is a passenger cabin in which passengers can be seated;
The interior structure of a railway vehicle according to any one of claims 1 to 5. The space is a deck portion provided with an entrance for passengers to get on and off the railway vehicle,
In the interior structure of the railway vehicle according to any one of claims 1 to 5,
Interior structure of railway vehicle. The plate member forms at least one of a ceiling of the space, a side surface of the space, one or both of the front and rear inner walls of the space, and a floor surface of the space.
The interior structure of a railway vehicle according to any one of claims 1 to 7. A thin material is provided on the surface of the sound absorbing material on the space side,
The interior structure of a railway vehicle according to any one of claims 1 to 8.

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