JP4202637B2 - Railway vehicle - Google Patents

Description

先ほど説明した、接合された二つの板の振動伝達率に関する性質を考慮すると、この等価板厚が根太の板厚と一致しないように設計することで、根太への振動伝達を低減することができる。
【００２２】
図１は近年の鉄道車両車体の断面図を示す。図２は、従来の鉄道車両の床支持構造を示した図である。
図1、図２において、従来の技術で説明したように、車体は、台枠１と、側構体２と、屋根構体３と、車体長手方向端部の妻構体４とからなる。このうち、台枠１は、二つの側梁１１と、前記側梁の間に配置した下床１２と、前記二つの側梁１１の間にあって前記下床１２の下方に配置した枕梁１３と、該枕梁１３に連結した中梁１４により構成される。客室床５０は前記下床１２の上方に配置した複数の根太６０と呼ばれる支持部材の上に載せられている。このような構造になっているのは、近年、床下の空調機から延びるダクト７０を客室床５０と下床１２の間の空間に通すためであるが、二重床にすることで床下音遮音性能の向上も狙っている。
また、上床への振動低減のため、図２のように、根太６０の上部に上方に開口した開口部を設け、この開口部に防振部材８０を挿入して、該防振部材８０の上に前記客室床５０を載せる等の対策がなされている物もある。
【００２３】
しかし、このような従来の構造では，根太６０を下床１２に溶接によって接合するため、根太６０の下床１２との接合個所における板厚の微妙な調節は不可能であることと、溶接の具合によりバラツキが大きいため、先ほど説明した板厚の違いによる振動伝達率の操作は現実的ではない。また、溶接により接合部に丸みができてしまうため、振動伝達率は一般に大きくなる。
【００２４】
これに対し、本発明は下床１２から根太６０への振動の伝達を低減するため、下床１２と根太６０の接合部での板厚を細かく設定することのできる構造である。
【００２５】
以下、本発明の実施例を図を用いて説明する。
【００２６】
図５は、本発明を備えた鉄道車両車体の床構造を示す図である。
図５において、下床１２と根太６０を一体形成した根太一体形成下床１５の、根太部の下床部との接合個所である根太部下部１５ｃを切削加工し、先ほど説明したように根太部下部１５ｃの下床部１５ａとの結合個所の板厚ｔ０が下床部１５ａの等価板厚と一致しないようにする。この方法では、図２における根太６０と下床１２を一体形成した後の切削加工であるため、同図２に示すような、根太６０を下床１２に溶接によって取付ける方法に比べ、根太部下部１５ｃの板厚の微妙な調節が可能であり、また、結合部のエッヂがシャープになるため、振動伝達率の減衰に必要な板厚の急激な変化を容易に実現することができる。
【００２７】
かかる構造によれば、下床部１５ａから流入してきた振動が根太部１５ｂから客室床５０へ伝達する以前に、下床部１５ａから根太部１５ｂへ伝達するのを抑えることができ、結果、客室内の最終的な音源である客室床５０の振動を低減し、車内を効果的に低騒音化することが可能となる。また、一体形成であるため、溶接に比べ客室床の支持高さの寸法誤差を小さくすることができ、さらに、根太部１５ｂを部分的に板厚を薄くすることで、この部分のひずみを利用して客室床５０の高さの寸法誤差を吸収することもきる。
【００２８】
次に本発明の他の実施例を図６を用いて説明する。
図６は、本発明を適用した鉄道車両車体の床構造を示している。
図６において、図５と同様に下床１２と根太６０を一体形成し、根太部下部１５ｃの板厚が下床部１５ａの等価板厚と一致しないように加工する。客室床５０の下にダクト７０を通す場合には、ダクトを支持する腕の部分１５ｄも一体形成するが、この時、ダクト支持部１５ｄの板厚は、根太部下部１５ｃの板厚と同じにさせる。振動伝達率は板厚が同じである方が、より透過しやすいため、これにより、根太部下部１５ｃに流入してきた振動をダクト支持部１５ｄへ逃がすことができ、更に車内騒音を低減することが可能となる。
【００２９】
次に本発明のその他の実施例を図７により説明する。
図７は、本発明を適用した鉄道車両車体の床構造のうち下床部１５ａと根太部１５ｂを示した図である。
図７において、図５と同様に下床１２と根太６０を一体形成した根太一体形成下床１５の、根太部下部を加工する。根太と下床を一体形成した後の切削加工であるので、下床部１５ａの振動の大きさに応じて根太部下部の板厚を細かく調節できる。下床部１５ａの振動の大きな部分に対応する根太部下部は、その板厚と下床部１５ａの等価板厚の比を極力小さく取りように加工し、特に振動の大きな下床部１５Ａについては、図７のように根太部下部１５ｃをアーチ状に完全に切除しても構わない。
【００３０】
また、切除する部分が多くなり、振動伝達が極めて小さい部分で下床部１５ａと根太部１５ｂを結合させる場合は、根太部１５ｂと下床部１５ａを一体形成では無く、別々の部材で形成し、前記のように根太下部に切削加工を施したあと溶接してもよい。
かかる構造によれば、工程数を大幅に増すことなく、かつ客室床のたわみに対する強度を保ちながら低騒音化が可能となる。
【００３１】
【発明の効果】
以上、説明したように本発明によれば、車体重量と工程を大幅に増大させることなく、主電動機付台車から発生する振動の伝播を低減し、高速走行時の客室騒音を効果的に低減させることが可能な鉄道車両車体を提供することができる。
【図面の簡単な説明】
【図１】図１は、従来の鉄道車両車体の断面図である。
【図２】図２は、従来の鉄道車両車体の床支持構造を示した図である。
【図３】図３は、板厚の急激な変化による振動エネルギーの入射、反射、透過を説明した図である。
【図４】図４は、垂直に結合された平板について、振動エネルギーの入射、反射、透過する両の板厚による違いを説明した図である。
【図５】図５は、本発明による鉄道車両車体の実施例を示す床支持構造を示した図である。
【図６】図６は、本発明による鉄道車両車体の他の実施例を示す床支持構造を示した図である。
【図７】図７は、本発明による鉄道車両車体のその他の実施例を示す下床構造を示した図である。
【符号の説明】
１…台枠、２…下床、３…屋根構体、４…妻構体、１１…側梁、１２…下床、１３…枕梁、１４…中梁、１５…根太一体形成下床、１５ａ…下床部、１５Ａ…特に振動の大きな下床部、１５ｂ…根太部、１５ｃ…根太部下部、１５ｄ…ダクト支持部、５０…客室床、６０…根太、７０…ダクト、８０…防振部材、９１…中心ピン、９２…一本リンク。[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a railway vehicle such as a Shinkansen that travels at a relatively high speed.
[0002]
[Prior art]
In recent years, railway vehicles, particularly the Shinkansen, tend to achieve stability during high-speed running by lowering the center of gravity of the vehicle by placing an air conditioner under the floor as the speed increases.
[0003]
Therefore, since the duct extending from the air conditioner installed under the floor of the vehicle and passing the conditioned air to the passenger compartment is passed through the space between the passenger floor and the lower floor, the vehicle underfloor is divided into two parts by the passenger floor and the lower floor. It is a heavy bed. As a result of this double floor, this type of vehicle has a sound insulation effect of under-floor sound.
[0004]
By the way, as shown in FIG. 1 (details will be described later), a conventional railway vehicle body includes a frame 1, a side structure 2, a roof structure 3, and a wife structure 4 at the end in the longitudinal direction. The underframe 1 includes two side beams 11, a lower floor 12 disposed between the side beams 11, a pillow beam 13 disposed between the two side beams 11 and below the lower floor 12, It is comprised by the intermediate beam 14 connected to this pillow beam 13, and the end beam of a vehicle longitudinal direction edge part.
The lower floor 12 is generally a ribbed plate in order to ensure strength against bending in the vertical direction. A pulling member called a center pin 91 is attached to the lower part of the center of the pillow beam of the underframe 1.
[0005]
In the case of a high-speed vehicle such as the Shinkansen, the passenger cabin floor is placed on a plurality of support members called joists placed above the lower floor. This is because the duct is arranged in the gap between the floors by using the double floor structure as described above.
[0006]
As described above, in the conventional railway vehicle, the driving force generated in the main motor-equipped cart as the driving device is transmitted to the frame via the single link and the center pin, but at the same time, the main motor and the cart and the rail are also transmitted. The vibration generated between the two will also flow along this path and flow into the underframe, generating noise in the cabin.
[0007]
For this reason, in order to reduce the noise in the cabin, measures are taken to prevent the vibration flowing into the underframe from being transmitted to the cabin floor, which is the final sound source in the cabin.
For example, as shown in FIG. 2, which will be described later, an opening that opens upward is provided in the upper portion of the joist, and a vibration isolating member is inserted into the opening, and the cabin floor is placed on the vibration isolating member. There is something on it.
[0008]
With this vibration isolating member, the vibration generated in the carriage and reaching the joist is prevented from being transmitted to the cabin floor as the final sound source in the cabin. As a result, it is possible to reduce the noise in the cabin in the frequency band of 800 Hz or more, as compared with the method of directly fastening the cabin floor to the joists.
[0009]
As this type of prior art, for example, Japanese Patent Laid-Open No. 2000-247228 can be cited.
[0010]
[Problems to be solved by the invention]
In the prior art shown in FIG. 2 and Japanese Patent Laid-Open No. 2000-247228, the joists are joined to the lower floor by welding. This is because conventional air conditioners have been placed on the ceiling of the vehicle body, but in recent years air conditioning equipment has been placed under the floor as described above, so when assembling the vehicle, the lower floor, the duct of the air conditioner This is because the work efficiency was better when piled up in the order of joisting.
However, in order to prevent vibration from the carriage with the main motor from entering the cabin through the joist from the lower floor, processing to block the vibration at the welded part of the joist reduces the strength of the welded part. As a result, it could not be processed.
[0011]
An object of the present invention is to provide a railway vehicle body in which propagation of vibrations generated from a carriage is reduced and cabin noise during high speed traveling is effectively reduced.
[0012]
[Means for Solving the Problems]
The above object includes a pin that is a pulling member attached to the upper part of the carriage, a lower floor to which the pin is attached, a joist attached to the upper part of the lower floor, and a passenger floor attached to the upper part of the joist. In a railway vehicle, the joist and the lower floor are integrally provided, and a hole is provided in a lower portion of the joist that is connected to the lower floor, and the hole cuts the surface in contact with the lower floor into an arch shape. Can be achieved by being a hole.
[0016]
DETAILED DESCRIPTION OF THE INVENTION
As explained in the prior art, a railway vehicle body is composed of a frame, a side structure, a roof structure, and a wife structure at the end in the longitudinal direction. The underframe includes two side beams, a lower floor disposed between the side beams, a pillow beam disposed between the two side beams and below the lower floor, and a middle beam coupled to the pillow beam. It is comprised by the beam and the end beam of a vehicle longitudinal direction edge part. The cabin floor is placed on a plurality of support members called joists placed above the lower floor.
[0017]
In general, joists are formed by a member different from the lower floor and joined by welding. Moreover, an opening is provided in the upper part of the joist. After the vibration isolating member is enclosed therein, the upper floor is placed on the vibration isolating member. The purpose of enclosing this vibration isolator is to reduce the vibration of the upper floor, which is the final sound source, and to suppress the noise in the vehicle, but in practice, the overall value of the noise in the cabin is governed by 400 Hz or less. Noise in the low frequency band cannot be reduced.
[0018]
The embodiment of the present invention will be described below with reference to FIG.
FIG. 3 shows reflection and transmission with respect to the incidence of vibration energy.
In FIG. 3, in a place where the thickness of the flat plate changes suddenly, since vibrations reflect some of the energy of both longitudinal and transverse waves, the amount of vibration transmitted from the incident side to the opposite side is reduced. To do.
[0019]
Such an effect also occurs at locations where the vibration propagation path changes abruptly as shown in FIG. For example, in the case of two simple flat plates joined at an angle, the amount of vibration energy transmitted from one flat plate to the other flat plate depends on the ratio between the angle between the flat plates and the plate thickness. When the angle between the flat plates is constant, the energy transfer rate at the coupling portion becomes the largest when the plate thickness becomes equal.
[0020]
The energy transfer rate of a slightly complicated general plate material can be considered by introducing an equivalent plate model as described below. The equivalent plate is a virtual simple plate that has the same mass as the target plate and the bending rigidity in each in-plane direction. The plate thickness, density, longitudinal elastic modulus and transverse elastic modulus in each in-plane direction of the equivalent plate are uniquely determined in a plate material having an arbitrary cross-sectional shape, and the plate thickness teq of the equivalent plate is a cross-section perpendicular to the rib direction. The cross sectional second moment per unit width is represented by Iex and the area is represented by A.
[0021]
[Expression 1]

Considering the properties related to the vibration transmissibility of the two plates joined as described above, it is possible to reduce the vibration transmission to the joists by designing the equivalent plate thickness so that it does not match the joist plate thickness. .
[0022]
FIG. 1 shows a cross-sectional view of a railway vehicle body in recent years. FIG. 2 is a view showing a floor support structure of a conventional railway vehicle.
1 and 2, as described in the prior art, the vehicle body includes a frame 1, a side structure 2, a roof structure 3, and a wife structure 4 at the end of the vehicle body in the longitudinal direction. Among these, the underframe 1 includes two side beams 11, a lower floor 12 disposed between the side beams, and a pillow beam 13 disposed between the two side beams 11 and below the lower floor 12. The intermediate beam 14 is connected to the pillow beam 13. The cabin floor 50 is placed on a plurality of support members called joists 60 disposed above the lower floor 12. In recent years, such a structure is used for passing the duct 70 extending from the air conditioner under the floor through the space between the passenger floor 50 and the lower floor 12. It also aims to improve performance.
Further, in order to reduce the vibration to the upper floor, as shown in FIG. 2, an opening portion opened upward is provided in the upper portion of the joist 60, and the vibration isolating member 80 is inserted into this opening portion, Some measures are taken such as placing the cabin floor 50 on the floor.
[0023]
However, in such a conventional structure, the joist 60 is joined to the lower floor 12 by welding, so that it is impossible to finely adjust the plate thickness at the joint with the lower floor 12 of the joist 60, Since the variation varies depending on the condition, the operation of the vibration transmissibility due to the difference in plate thickness described above is not realistic. Further, since the joint is rounded by welding, the vibration transmissibility is generally increased.
[0024]
On the other hand, in the present invention, in order to reduce the transmission of vibration from the lower floor 12 to the joist 60, the thickness at the joint between the lower floor 12 and the joist 60 can be set finely.
[0025]
Embodiments of the present invention will be described below with reference to the drawings.
[0026]
FIG. 5 is a diagram showing a floor structure of a railway vehicle body provided with the present invention.
In FIG. 5, the joist lower portion 15c, which is a joint portion of the joist integrally formed lower floor 15 in which the lower floor 12 and the joist 60 are integrally formed, with the lower floor portion of the joist portion is cut, and as described above, the joist portion The plate thickness t0 at the connection point with the lower floor portion 15a of the lower portion 15c is set not to match the equivalent plate thickness of the lower floor portion 15a. Since this method is a cutting process after the joist 60 and the lower floor 12 in FIG. 2 are integrally formed, as compared with the method of attaching the joist 60 to the lower floor 12 by welding as shown in FIG. Subtle adjustment of the plate thickness of 15c is possible, and since the edge of the coupling portion becomes sharp, a sudden change in the plate thickness necessary for damping the vibration transmissibility can be easily realized.
[0027]
According to such a structure, the vibration flowing in from the lower floor portion 15a can be prevented from being transmitted from the lower floor portion 15a to the joist portion 15b before being transmitted from the joist portion 15b to the passenger compartment floor 50. It is possible to reduce the vibration of the cabin floor 50, which is the final sound source in the room, and to effectively reduce the noise in the vehicle. In addition, since it is integrally formed, the dimensional error in the support height of the passenger compartment floor can be reduced compared to welding, and the thickness of the joist part 15b is partially reduced to use the strain of this part. Thus, it is possible to absorb a dimensional error in the height of the guest room floor 50.
[0028]
Next, another embodiment of the present invention will be described with reference to FIG.
FIG. 6 shows a floor structure of a railway vehicle body to which the present invention is applied.
In FIG. 6, the lower floor 12 and the joist 60 are integrally formed as in FIG. 5, and the plate thickness of the joist lower portion 15c is processed so as not to match the equivalent plate thickness of the lower floor portion 15a. When the duct 70 is passed under the passenger compartment floor 50, the arm portion 15d supporting the duct is also integrally formed. At this time, the thickness of the duct support portion 15d is the same as the thickness of the joist lower portion 15c. Let Since the vibration transmissibility is more easily transmitted when the plate thickness is the same, the vibration that has flowed into the joist lower part 15c can be released to the duct support part 15d, and the noise in the vehicle can be further reduced. It becomes possible.
[0029]
Next, another embodiment of the present invention will be described with reference to FIG.
FIG. 7 is a diagram showing a lower floor portion 15a and a joist portion 15b in the floor structure of a railway vehicle body to which the present invention is applied.
In FIG. 7, the lower part of the joist part of the joist integrated lower floor 15 in which the lower floor 12 and the joist 60 are integrally formed is processed as in FIG. Since it is a cutting process after the joist and the lower floor are integrally formed, the thickness of the joist lower portion can be finely adjusted according to the magnitude of the vibration of the lower floor portion 15a. The joist lower part corresponding to the large vibration part of the lower floor part 15a is processed so as to make the ratio of the plate thickness and the equivalent plate thickness of the lower floor part 15a as small as possible. As shown in FIG. 7, the joist lower part 15c may be completely excised in an arch shape.
[0030]
In addition, when the lower floor portion 15a and the joist portion 15b are joined at a portion where vibration transmission is extremely small and the vibration transmission is extremely small, the joist portion 15b and the lower floor portion 15a are not formed integrally but formed by separate members. As described above, the lower part of the joist may be cut and then welded.
According to such a structure, it is possible to reduce the noise without greatly increasing the number of processes and while maintaining the strength against the deflection of the guest room floor.
[0031]
【The invention's effect】
As described above, according to the present invention, the propagation of vibrations generated from the main motor-powered carriage is reduced and the cabin noise during high-speed running is effectively reduced without significantly increasing the vehicle weight and the process. It is possible to provide a railway vehicle body that can be used.
[Brief description of the drawings]
FIG. 1 is a cross-sectional view of a conventional railway vehicle body.
FIG. 2 is a diagram showing a conventional floor support structure for a railway vehicle body.
FIG. 3 is a diagram illustrating the incidence, reflection, and transmission of vibration energy due to a rapid change in plate thickness.
FIG. 4 is a diagram illustrating differences in thicknesses of incident, reflected, and transmitted vibration energy for vertically coupled flat plates.
FIG. 5 is a view showing a floor support structure showing an embodiment of a railway vehicle body according to the present invention.
FIG. 6 is a view showing a floor support structure showing another embodiment of a railway vehicle body according to the present invention.
FIG. 7 is a view showing a lower floor structure showing another embodiment of a railway vehicle body according to the present invention.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Underframe, 2 ... Lower floor, 3 ... Roof structure, 4 ... Wife structure, 11 ... Side beam, 12 ... Lower floor, 13 ... Pillow beam, 14 ... Middle beam, 15 ... Lower floor integrally formed with joists, 15a ... Lower floor part, 15A ... Lower floor part with large vibration, 15b ... joist part, 15c ... lower joist part, 15d ... duct support part, 50 ... guest room floor, 60 ... joist, 70 ... duct, 80 ... anti-vibration member, 91 ... central pin, 92 ... single link.

Claims (1)

In a railway vehicle comprising a pin that is a pulling member attached to the upper part of the carriage, a lower floor to which the pin is attached, a joist attached to the upper part of the lower floor, and a passenger floor attached to the upper part of the joist,
The joist and the lower floor are provided integrally,
A hole is provided at the bottom of the joist connecting to the lower floor,
The hole is a hole formed by cutting out the surface in contact with the lower floor in an arch shape;
A railway vehicle characterized by

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