JP5868639B2 - Railcar body - Google Patents

Description

  The present invention relates to a railway vehicle body, and more particularly to a vehicle body that reduces bending vibration of the vehicle body with a simple and small-scale configuration.

For example, the body of a railway passenger car such as a train is a box-like structure generally configured as a hexahedron having a floor structure, a side structure, a wife structure, and a roof structure.
In addition, the vehicle body for a railway vehicle is required to ensure rigidity in order to reduce the weight and improve the ride comfort and the collision safety by suppressing vibration.

  Conventionally, in order to improve safety against level crossing accidents and derailment collision accidents, for the purpose of improving the strength against the load acting on the side structure from the side of the vehicle body, the lateral beam of the floor structure, the side column of the side structure, and There is known a railway vehicle in which reinforcing frame portions in which rafters of a roof structure are arranged in the same cross section are arranged at a plurality of locations in the longitudinal direction of the vehicle body (see, for example, Patent Document 1).

However, in the technique described in Patent Document 1, there are many restrictions on basic design such as arrangement of structural members in each structure such as a roof structure, a side structure, and a floor structure of the vehicle body, and the design freedom of the vehicle is reduced. . In addition, it is extremely difficult to apply to existing vehicles.
In addition, in the patent document 2 described later, the inventors of the present application connect the upper end portions of the door pocket pillars provided on the left and right side structures by a cylindrical suspension bar extending in the direction of the sleeper, thereby It has been proposed to improve rigidity and suppress vibration.

Further, Patent Document 3 describes that the left and right wall portions are connected by an integrally molded pipe for the purpose of providing a suspension bar at a low cost.
In addition, Patent Document 4 describes that a triangular gusset-like connecting member is provided at the corner portion of the trunk portion in order to eliminate the insufficient strength against the lateral load of the vehicle body and to ensure the safety of passengers in the event of an emergency. ing.

JP 2007-62440 A JP 2010-52511 A JP-A-5-131926 JP 2007-161084 A

From the viewpoint of riding comfort, it is required to reduce the vertical bending vibration of the vehicle body against the background of weight reduction of railway vehicles in recent years and the accompanying change in the vehicle body structure.
In particular, recently, efforts are being made to reduce vehicle body bending vibrations not only for honor trains but also for general vehicles such as commuter vehicles.
The stainless steel body, which is one of the mainstream commuter vehicles, contributes to weight reduction of the vehicle body, labor saving in the manufacturing process, and energy consumption reduction during driving. It has been confirmed that the surfaces constituting the vehicle body, such as the roof and the side, tend to vibrate independently.

In this regard, in each of the above-described conventional technologies, the rigidity of the vehicle body is improved by a relatively simple configuration in comparison with the previous conventional technology, and independent deformation of each surface is suppressed, thereby affecting the ride comfort. It is recognized that it has a certain riding comfort improvement effect, such as a decrease in vibration mode number and a decrease in passenger sensitivity due to an increase in natural frequency.
However, these prior arts do not necessarily improve the damping capacity of the vehicle body, and thus may not necessarily reduce the vibration itself.
In view of the above-described problems, an object of the present invention is to provide a railway vehicle body in which bending vibration of the vehicle body is reduced with a simple and small-scale configuration.

In order to solve the above-described problems, a railway vehicle body according to the present invention is a railway vehicle body having a roof structure, a side structure, and a floor structure, and directly or indirectly connects the side structure and the roof structure. And a suspension bar supported by a lower end portion of a suspension bar receiver that protrudes downward from the roof structure and extending substantially along the vehicle front-rear direction, and from the vicinity of the upper part of the side structure to the inside in the vehicle width direction. projects with a structure including at least one of Nitana provided, wherein the structure, together constituting a part of the structure, the one end connected to the side structure directly or indirectly and a connecting means for the other end portion is connected to the roof structure, either directly or indirectly, provided the attenuating means for attenuating the vibration with relative displacement between the ends of the connecting means to a portion of said coupling means It is characterized by that.
According to this, when bending vibration is generated in the vehicle body, relative displacement occurs between the side structure and the roof structure, and internal stress is generated in the connecting means, and force is transmitted between the joint portions (both ends).
If a damping element is added to a part of such connecting means, vibration can be reduced in the vibration mode with such relative displacement.
As a result, it is possible to improve the riding comfort by reducing the bending vibration of the vehicle body.

In the present invention, before Symbol connecting means it is having a side structure connecting member for connecting the the side structure hanger rod or hanger Bo受, provided with the attenuating means to the side structure coupling member configuration it can.
According to this, the damping force generated by the damping means that couples the side structure and the roof structure via the side structure connecting member-hanger bar-hanger bar holder or the side structure connecting member-hanger bar holder. Therefore, it is possible to attenuate the vibration accompanied by these relative displacements.
Moreover, such a connection means can be easily applied to a vehicle body using an existing suspension bar holder and suspension bar.
In particular, such a side structure connecting member and each connecting member which will be described later can be attached by using a joint that can be easily attached and detached with, for example, a screw, and there is no need to provide a new installation seat on the vehicle body side. Therefore, it can be applied to a designed new car or an existing car body that is currently in operation by a small design change or refurbishment, and is highly versatile and practical.

In the present invention, prior to SL coupling means includes a Nitana end connecting member for connecting the hanger rod or hanger Bo受the vehicle width direction inner ends of the load shelf, the load shelf end connected It can be set as the structure which provided the said attenuation | damping means in the member.
Further, in the present invention, the connecting means includes a load shelf base connecting member for connecting the base of the load shelf and the suspension bar or the handle bar holder, and the damping means is provided on the load rack base connecting member. It is also possible to adopt a configuration.
According to these, it is possible to connect the side structure and the suspension bar or the suspension bar support through the load shelf, and to attenuate the vibration accompanied by the relative displacement by the damping force generated by the damping means.

In this case, it can be set as the structure which has arrange | positioned the position in the front-back direction of a vehicle to adjoin or match the said shelf end part connection member and the said shelf base connection member.
According to this, since the load shelf, the load shelf end connecting member, and the load shelf base connecting member form a structure similar to the truss structure, the above-described effects can be promoted.

In the present invention, a plurality of the suspension bar and the suspension bar support are provided separately in the sleeper direction,
In addition to the connection means, a connection member between the plurality of suspension bars or the suspension bar receivers and a connection member between the suspension bars extending substantially along the sleeper direction can be provided.
According to this, it is possible to connect the left and right side structures by the connecting members and the connecting members between the suspension bars, and to attenuate the vibration accompanied by the relative displacement by the damping force generated by the damping means.
In the present invention, the damping means connects the first member and the second member which constitute a part of the coupling means and are relatively movable via a viscoelastic member made of a material having viscoelasticity. It can be set as the structure comprised.

  As described above, according to the present invention, it is possible to provide a railway vehicle body in which bending vibration of the vehicle body is reduced with a simple and small-scale configuration.

1 is a schematic cross-sectional view of a first embodiment of a railway vehicle body to which the present invention is applied. 1 is a perspective sectional view of a railway vehicle body according to a first embodiment. It is a typical top view of the railcar body of a 1st embodiment. FIG. 4 is a cross-sectional view taken along the line IV-IV in FIG. 3. FIG. 5 is a cross-sectional view taken along line VV in FIG. 3. It is an external appearance perspective view of the attenuation | damping means in the vehicle body for rail vehicles of 1st Embodiment. It is a graph which shows the frequency response analysis result by the finite element method (FEM) of each embodiment and a comparative example, Comprising: The data on a floor-top trolley | bogie are shown. It is a graph which shows the frequency response analysis result by FEM of each embodiment and a comparative example, Comprising: The data of the center part on a floor are shown. It is a graph which shows the frequency response analysis result by FEM of each embodiment and a comparative example, Comprising: The data at the center part on the floor is shown. It is a graph which shows the frequency response analysis result by FEM of each embodiment and a comparative example, Comprising: The data on a seat frame are shown. Comparative Example 1 Comparative Example 2 relative to the first embodiment, showing an increase or decrease in ride comfort level L _T at the measuring point of the vehicle body 23 positions in the second embodiment. It is a graph which shows the ratio of the sum total of the 5-20Hz component of the sensory correction acceleration power in all the measuring points of FIG.

Hereinafter, a railway vehicle body according to first and second embodiments of the present invention will be described with reference to the drawings.
In the following description, the longitudinal direction of the rail (traveling direction of the vehicle) is the front-rear direction, the direction perpendicular to the rail longitudinal direction on the track surface is the horizontal direction (sleeper direction), and the direction perpendicular to the track surface is the vertical direction. Called.

<First Embodiment>
A railway vehicle body (hereinafter simply referred to as “body”) 1 according to the first embodiment is a stainless steel body of a commuter train with four doors on one side, for example.
FIG. 1 is a schematic cross-sectional view of a first embodiment of a railway vehicle body to which the present invention is applied.
FIG. 2 is a perspective sectional view of the railway vehicle body according to the first embodiment.
FIG. 3 is a schematic plan view of the railway vehicle body according to the first embodiment.
4 is a cross-sectional view taken along the line IV-IV in FIG.
5 is a cross-sectional view taken along the line VV in FIG.
The vehicle body 1 is formed in a substantially hexahedron shape having a roof structure 10, a side structure 20, a floor structure 30, a wife structure 90 (see FIG. 3), and the like.

The roof structure 10 includes a roof skin 11 and a rafter 12.
The roof outer plate 11 is a plate-like member having a corrugated shape that is an outer surface portion of the vehicle body 1 (illustration of the corrugated portion is omitted). The roof outer plate 11 is formed such that the shape of the cross section of the vehicle body 1 is curved in a circular arc shape having a convex upper part.
The rafter 12 is a beam-like member extending substantially along the vehicle width direction. The rafters 12 are disposed along the lower surface of the roof skin 11 and are fixed to the roof skin 11 at a plurality of locations by spot welding, arc welding, laser welding, or the like. A plurality of rafters 12 are provided dispersed in the front-rear direction of the vehicle body 1.

The side structure 20 is a portion that constitutes the left and right side surfaces of the vehicle body 1 and includes an outer plate 21, a door opening 22, a window opening 23, and the like, as shown in FIG.
Further, a curtain plate receiver 20 a is provided at the upper end portion of the side structure 20 and at the left and right end portions of the roof structure 10.
The curtain plate receiver 20 a is a member that is joined to the lower surface portions at both ends in the vehicle width direction of the roof outer plate 11 and extends in the longitudinal direction of the vehicle body 1.
The outer plate 21 is a plate-like member that becomes the outer surface portion of the vehicle body 1. The upper end and the lower end of the outer plate 21 are joined to both ends of the roof structure 10 and the floor structure 30 in the vehicle width direction, respectively.
The door opening 22 is a portion where a door (not shown) for passenger boarding / exiting can be opened and closed. For example, four door openings 22 are provided on one side surface of the vehicle body 1 at almost equal intervals.
The window opening 23 is provided at an intermediate portion or the like of a pair of adjacent door openings 22.

  The door pocket pillars 24 and the door bottom pillars 25 are members provided in door pockets that are provided on both sides of the door opening 22 and accommodate the doors. The door pocket pillar 24 is provided on the entrance side of the door pocket, and the door bottom pillar 25 is provided on the opposite side (the side far from the door opening 22). The door pocket inner pillar 24 and the door bottom pillar 25 are formed so as to extend substantially along the vertical direction, and the lower ends thereof are arranged adjacent to the ends of the floor structure 30 in the vehicle width direction. In addition, inclined portions 24 a and 25 a are provided on the upper portions of the door pocket pillar 24 and the door bottom pillar 25. The inclined portions 24a and 25a are inclined inward so that the upper end portion is on the center side in the sleeper direction with respect to the lower end portion. The inclined portions 24a and 25a are disposed adjacent to the curtain plate receiver 20a, and the upper ends thereof are fixed to the curtain plate receiver 20a. One door pocket pillar 24 and one door bottom pillar 25 are provided in parallel for each door pocket.

  A columnar member 26 extending in the vertical direction is provided on the upper portion of the window opening 23. The columnar member 26 is formed by, for example, fixing a beam having a so-called hat-shaped cross-sectional shape to the inner surface of the side structure 20 by spot welding or the like.

  The floor structure 30 is a portion that constitutes a floor surface portion of the vehicle body 1, and is configured by fixing a floor plate to an upper surface portion of a frame that is constituted by a side beam, a lateral beam, a pillow beam, etc. (not shown).

The vehicle body 1 further includes a lamp receiver 40, front and rear suspension hand bars 50, suspension hand receiver 60, side suspension hand bars 71 and 72, a load shelf 80, and the like.
The lamp receiver 40 is a lamp support member to which a lighting device (not shown) that illuminates the vehicle interior is mounted, and is formed in a beam shape with a hat-shaped cross section that extends in the front-rear direction of the vehicle body 1. For example, a pair of lamp receivers 40 are provided apart from each other in the vehicle width direction, and are mounted on the lower surface of the roof structure 10 at the center in the vehicle width direction. The lamp receiver 40 is formed over substantially the entire length of the vehicle body 1 in the front-rear direction.
Between the left and right lamp receivers 40, an air conditioning duct D (see FIGS. 1 and 4 etc., not shown in FIG. 2) is disposed.

The front / rear suspension hand bar 50 is a round pipe-shaped member arranged extending in the front / rear direction of the vehicle, and is attached with a suspension hand S (see FIG. 4). For example, two front and rear hanging hand bars 50 are provided in parallel with a gap in the vehicle width direction. The left and right front and rear hanging hand bars 50 are respectively disposed below the left and right lamp holders 40.
Further, the left and right front and rear hanging hand bars 50 are connected to each other by horizontal hanging hand bars 71 and 72 as shown in FIGS.

The suspension bar receiver 60 is a columnar member that connects the lamp receiver 40 and the front and rear suspension bar 50 and suspends and supports the front and rear suspension bar 50. The upper end portion of the hanging rod receiver 60 is fixed to the lower surface of the lamp receiver 40 via an unillustrated lining plate. A front / rear suspension hand bar 50 is fixed to the lower end portion of the suspension bar receiver 60.
The suspension bar receiver 60 is disposed at both ends and an intermediate part of the front and rear suspension bar 50. For example, the position of the intermediate portion suspension bar receiver 60 in the vehicle front-rear direction is disposed in the vicinity of both ends of the door opening 22.

The horizontal hanging rods 71 and 72 are round pipe-like members arranged linearly in the lateral direction, and connect the left and right front and rear hanging rods 50 to which the hanging hand S is attached. .
Both end portions of the horizontal hanging rod 71 are fixed in the vicinity of the lower ends of the left and right hanging rod receivers 60, respectively.
Both end portions of the horizontal suspension rod 72 are fixed to the front and rear suspension rod 50 through T-joints in the middle portion of the front and rear suspension rod receivers 60. The T-joint is a cylinder in which the end of the horizontal suspension bar 72 is inserted in the radial direction from the outer peripheral surface of the cylinder in which the front and rear suspension bar 50 is inserted.

The load shelf 80 is provided at the upper part of the seat stool and is a part on which baggage or the like is placed.
The load shelf 80 includes a bracket 81, a pipe 82, and the like.
The bracket 81 is a member formed to protrude inward in the vehicle width direction from the interior panel P arranged on the side of the vehicle interior of the side structure 20.
The bracket 81 includes a flange portion 81 a that is fixed to a not-shown metal receiver provided on the back side of the panel P via the interior panel P.
The bracket 81 is, for example, a cast product such as an aluminum alloy.
The brackets 81 are provided at both ends of the cargo rack 80 in the vehicle front-rear direction.

The pipe 82 is, for example, a round pipe disposed between the front and rear brackets 81, and a plurality of pipes 82 are arranged apart from each other in the vehicle width direction.
The pipe 82 is a part on which baggage or the like is placed.
In addition, the pipe 82 arranged on the innermost side in the vehicle width direction also functions as a base portion to which a cargo rack end connecting member 110 described later is attached.
Further, the portion of the load shelf 80 where the load is placed may be replaced with the pipe 82 and may be configured by a member of another manufacturing method or material such as an aluminum extrusion mold material.

  As shown in FIG. 3, the wife structure 90 is provided at both ends in the front-rear direction of the vehicle body 1 and constitutes a wife surface.

Further, the vehicle body 1 is provided with a side structure connecting member 100, a load shelf end connecting member 110, a load shelf base connecting member 120, and the like which will be described below.
The side structure connecting member 100 is formed, for example, as a metal round pipe, extends substantially along the sleeper direction, and connects the front / rear hanging hand bar 50 and the upper part of the side structure 20.
At the end of the side structure connecting member 100 on the side structure 20 side, a damping device 200 is provided for attenuating vibration accompanied by relative movement between the side structure connecting member 100 and the side structure 20 by a viscoelastic member. Details of the attenuation device 200 will be described later.
As shown in FIG. 4 and the like, the end portion of the side structure connecting member 100 on the side of the suspension bar 50 is coupled to the front and rear suspension bar 50 via a T-shaped joint J. Further, the damping device 200 provided at the end of the side structure connecting member 100 on the side structure 20 side is in the vicinity of the upper end of the inclined portion 24a of the door column 24, such as a bolt-nut via a joint (not shown). It is fixed with.

As shown in FIG. 4, the side structure connecting member 100 includes a suspension bar side end portion 101, a side structure side end portion 102, and an intermediate portion 103. The side structure connecting member 100 is formed integrally by bending each of the round pipes to form each of these parts and bending the S-shaped part.
The suspension bar side end portion 101 is a portion extending outward from the suspension rod 50 in the sleeper direction, and is inclined gently so that the horizontal or the outside is slightly lifted.
The side construction side end 102 is inclined along the inclination of the load shelf 80 so that the inner side in the sleeper direction is higher than the outer side. An attenuator 200 is connected to the end of the side structure side end 102 on the side structure 20 side.
The intermediate portion 103 is a portion that connects the suspension bar side end portion 101 and the side construction side end portion 102, and is inclined so that the side construction side end portion 102 side is higher.
Such a shape of the side structure connecting member 100 is set in consideration of, for example, access when a load is placed on the load shelf 80.
Moreover, as shown in FIG. 3, the side structure connection member 100 is substantially straight when viewed from above, and is arranged along the sleeper direction.

The load shelf end connecting member 110 is formed of, for example, a metal round pipe material, and connects the pipe 82 on the innermost side in the vehicle width direction (the protruding end side) of the load shelf 80 and the front and rear suspension hand bars 50. is there.
As shown in FIG. 5, the load shelf end connecting member 110 is formed as a substantially straight round pipe, and both ends thereof are connected to the front / rear suspension hand bar 50 and the pipe 82 via a T-shaped joint J. It is connected to.
Such a T-shaped joint J is fastened to each member by screws or the like, for example, and can be easily attached and detached.
Moreover, the vibration accompanying the relative motion of the cargo rack end part connection member 110 and the front and rear suspension hand bar 50 is attenuated by the viscoelastic member at the end part of the cargo rack end part connection member 110 on the front and rear suspension hand bar 50 side. An attenuation device 210 is provided. The end of the damping device 210 on the front and rear hanging hand bar 50 side is connected to a T-shaped joint J fixed to the front and rear hanging hand bar 50.
The load shelf end connecting member 110 is disposed so as to be inclined so that the end on the front and rear hanging hand bar 50 side is higher than the end on the pipe 82 side.
Further, as shown in FIG. 3, the load shelf end connecting member 110 has a substantially straight planar shape when viewed from above, and is arranged along the sleeper direction.

The load shelf base connecting member 120 is formed of, for example, a metal round pipe material, and connects the flange portion 81 a of the bracket 81 of the load shelf 80 and the front and rear hanging hand bars 50.
A damping device 220 for attenuating vibration accompanied by relative motion between the loading rack base connecting member 120 and the front and rear hanging hand bar 50 by the viscoelastic member at the end of the loading rack end connecting member 120 on the front and rear hanging hand bar 50 side. Is provided.
As shown in FIG. 5, the load shelf base connecting member 120 is formed as a substantially straight round pipe, and the end portion on the front and rear hanging hand bar 50 side is connected via a damping device 220 and a T-joint J. The front and rear suspension bar 50 is connected.
Further, the end portion of the load shelf base connecting member 120 on the load shelf 80 side is connected to the flange portion 81 a of the bracket 81 via a joint 121 that forms a flange.
The joint 121 is fixed together with a flange (not shown) provided on the back side of the interior panel P together with the flange portion 81a of the bracket 81 by tightening screws or the like.

The load shelf base connecting member 120 is disposed so as to be inclined such that the end on the front and rear suspension bar 50 side is higher than the end on the bracket 81 side. It has become moderate.
Further, as shown in FIG. 3, the load shelf base connecting member 120 has a substantially straight planar shape when viewed from above, and is arranged along the sleeper direction.
Further, the cargo rack end coupling member 110 and the cargo rack base coupling member 120 are arranged close to each other in the front-rear direction of the vehicle, and cooperate with the cargo rack 80 to form a substantially truss-like structure. It is supposed to be.

Next, the above-described attenuation device 200 will be described in more detail.
FIG. 6 is an external perspective view of the attenuation device 200.
The damping device 200 includes an outer cylinder 201, a viscoelastic member 202, and the like.
The outer cylinder 201 is formed in a cylindrical shape having an inner diameter larger than the outer diameter of the side structure side end portion 102 of the side structure connecting member 100.
A side construction side end portion 102 of the side construction connecting member 100 is inserted into an end portion on the inner side in the vehicle width direction of the outer cylinder 201 so as to be substantially concentric.
Further, the outer end portion of the outer cylinder 201 on the outer side in the vehicle width direction is fixed to the door pocket column 24 of the side structure 20.
The side construction side end portion 102 can be relatively displaced with respect to the outer cylinder 201 in accordance with the relative displacement between the side construction 20 and the front and rear suspension hand bars 50.

The viscoelastic member 202 is disposed between the inner peripheral surface of the outer cylinder 201 and the outer peripheral surface of the side structure side end portion 102 of the side structure connecting member 100, and is joined thereto by adhesion or the like.
The viscoelastic member 202 is made of a material having viscoelasticity such as an elastomer.
With such a configuration, the damping device 200 generates a damping force according to relative displacement between the outer cylinder 201 and the side structure connecting member 100 in the axial direction, the torsional direction, the twisting direction, and the like. A function of attenuating vibration accompanied by relative displacement with the rod 50 is provided.

The damping devices 210 and 220 provided on the cargo shelf end connecting member 110 and the cargo shelf base connecting member 120 also have substantially the same configuration as the above-described damping device 200 and are fixed to the front and rear hanging hand bars 50 and connected to each other. The outer cylinder in which the edge part of a member is inserted, and the viscoelastic member provided between the outer peripheral surface of each connection member and an outer cylinder are provided.
In this embodiment, the damping device 200 is provided at the end of the side structure connecting member 100 on the side structure 20 side, for example, but is not limited thereto, for example, the end on the front and rear suspension hand bar 50 side, You may provide in an intermediate part.
Further, the damping devices 210 and 220 are provided at the ends of the connecting members 110 and 120, for example, on the front / rear suspension hand bar 50 side. May be.
Moreover, you may provide an attenuation device in several places, such as the both ends of each connection member 100,110,120.

Second Embodiment
Next, a second embodiment of a railway vehicle body to which the present invention is applied will be described. Note that, in each embodiment described below, portions that are substantially the same as those of the previous embodiment are denoted by the same reference numerals, description thereof is omitted, and differences are mainly described.
The railcar body according to the second embodiment is obtained by increasing the rigidity of the viscoelastic member 202 of the damping device 200 according to the first embodiment for parameter study.

According to 1st, 2nd embodiment demonstrated above, the front-end | tip part and base part of the load shelf 80, and the front and rear suspension bar 50 are connected, and the roof structure 10-lamp receiver 40-suspension bar receiver 60- The front / rear suspension hand bar 50-load rack end connection member 110 and / or the load rack base connection member 120-load rack 80-side structure 20 are sequentially connected to restrain the relative angle change between the roof structure 10 and the side structure 20. A structure similar to the truss structure is formed.
Furthermore, by connecting the front / rear suspension hand bar 50 and the door pocket pillar 24 of the side structure 20, the roof structure 10 -the lamp receiver 40 -the suspension hand holder 60 -the front / rear suspension hand bar 50 -the side structure connection member 100- The inner column 24-the curtain holder 20a-the roof structure 10 are sequentially connected to form a structure similar to the truss structure that restrains the relative angle change between the roof structure 10 and the side structure 20.
These structures also have an effect of attenuating vibrations accompanying out-of-plane deformation of the roof structure 10 and the side structure 20. Thereby, the damping ability of the vehicle body 1 is improved, and the riding comfort can be improved by suppressing the vibration.

Here, each element other than the side structure connecting member 100, the load shelf end connecting member 110, the load shelf base connecting member 120, and the damping devices 200, 210, and 220 is usually provided if it is a general railway vehicle body. Therefore, in the first embodiment, by providing the connecting members 100, 110, and 120 having a simple configuration, the above-described effects can be obtained, and even an existing vehicle has a small scale. By changing the design, construction, etc., the vehicle body rigidity can be effectively improved without substantially increasing the mass and cost of the vehicle.
In the first embodiment, the damping devices 200, 210, and 220 are provided at the ends of the connecting members 100, 110, and 120, so that the side structure 20 and the roof structure 10 are relatively displaced, and the connecting members are When bending vibrations of the vehicle body accompanied by inputs such as axial direction, torsional direction, and twisting direction to 100, 110, 120 occur, the effect of attenuating this is exhibited.
The effects of the attenuation devices 200, 210, and 220 will be described in detail below.

Hereinafter, the evaluation result by the finite element method (FEM) of the railway vehicle body of each embodiment described above will be described in comparison with Comparative Examples 1 and 2 of the present invention described below.
The rail vehicle body of Comparative Example 1 is obtained by removing the side structure connecting member 100, the shelf end connecting member 110, the shelf base connecting member 120, and the damping devices 200, 210, and 220 from the rail vehicle body of the first embodiment. It falls under the conditions of a commuter vehicle that is normally used.
In addition, the railcar body of Comparative Example 2 has the damping elements 200 and 210 provided from the railcar body of the first embodiment to the side structure connecting member 100, the shelf end connecting member 110, and the shelf base connecting member 120. , 220 are removed, and the removed portions are directly coupled to the rigid.

The vibration analysis model used in the FEM is for one vehicle as a whole. As for the structure, the plate part such as the outer plate is modeled by the shell element, and the beam part such as the rafter and the horizontal beam is modeled by the beam element.
For interior equipment, modeling of interior panels and air-conditioning ducts was omitted, and hanging rods, luggage racks, seat frames, stanchion poles before seats, etc. were modeled with beam elements.
Among the material properties, mass density, Young's modulus, and Poisson's ratio used typical physical property values of materials (for example, stainless steel, ordinary steel, aluminum alloy, etc.) used for each part.
On the other hand, it is known that the damping characteristic as a vehicle body tends to be larger than the value of a general metal material itself. This is thought to be due to the friction of the structure joints and the influence of interior members, etc., but it is difficult to set a value according to the actual situation for each part, so here it is constant for all materials Structural damping (3%).

The vehicle body was supported on the model of the bogie frame by a spring element having rigidity corresponding to a pillow spring that is an air spring at the position of the pillow (4 points).
The bogie frame and the wheel shaft were considered as rigid bodies considering the mass and moment of inertia, and the towing device and shaft spring were modeled as spring elements.

Each connecting member was a clad tube made of stainless steel and ordinary steel having an outer diameter of 30 mm, and the thickness of the viscoelastic member was 6 mm. The outer cylinder was made of steel and had an outer diameter of 48.6 mm. All of these are modeled as solid elements, and the material properties of the metal part give commonly used ones. For viscoelastic bodies, refer to the specifications of the material, and the shear modulus is 0.66 N / Mm ² was set.
Since the length of the viscoelastic body is a design parameter and the stiffness value can be changed in proportion to the design parameter, a model is created here for the case of, for example, 15 mm (first embodiment) and 75 mm (second embodiment). did.
In this model, a static load is applied between the connecting member and the outer cylinder in the axial direction of the connecting member or in the direction perpendicular to the axis so that the connecting member does not rotate. The characteristics were determined.
In addition, a load in the direction perpendicular to the axis is applied to only one end of the coupling member, and the torsional rigidity is obtained from the displacement (rotation angle) when the displacement (rotation angle) is applied, and the torsional rigidity is obtained from the displacement (rotation angle) when a moment around the axis is applied. It was.

By applying the stiffness value of the viscoelastic member obtained in the previous section to the spring element at the viscoelastic support end of the connecting member, the viscoelastic member was applied to the vehicle model as a whole.
The damping ratio of the spring element was set to 0.135 given as the material value.
Elements in the model were created so that the size of one side was approximately 100 mm, and the vibration mode was determined.
The results of the FEM analysis in Comparative Examples 1 and 2 were compared with the actual measurement data of the on-board vibration test results of the actual test vehicle bodies in Comparative Examples 1 and 2, and the vibration shape and the order of appearance (relative natural frequencies) were compared. It is confirmed that there is a general agreement.

Frequency response analysis was performed on these FEM models, and a vertical acceleration disturbance was given to the wheel position to obtain an acceleration PSD at a representative point of the vehicle body.
FIG. 7 to FIG. 10 show a comparison of the first embodiment, the second embodiment, the comparative example 1, and the comparative example 2 with respect to the PSD at the representative measurement point.
7 to 10 are graphs showing frequency response analysis results by FEMs of the respective embodiments and comparative examples.
7 shows data directly on the floor carriage, FIG. 8 shows the data on the center of the floor, FIG. 9 shows the data on the center of the floor, and FIG. 10 shows the data on the seat frame.
In each figure, the horizontal axis indicates the frequency, and the vertical axis indicates the acceleration PSD.

At the measurement point just above the carriage shown in FIG. 7, a peak is recognized in the vicinity of 9 Hz of Comparative Example 1.
On the other hand, in Comparative Example 2, the peak moves to around 10.5 Hz, and the rigidity improvement effect can be confirmed, but there is almost no change in the height and sharpness of the peak.
On the other hand, in the first and second embodiments provided with the attenuation device, the amount of increase in frequency is smaller than that in Comparative Example 2, but the peak is not steep and the height is low.

Also, vibrations near 8 Hz and 13 Hz are prominent at the vehicle center window shown in FIG. 9 and on the seat frame shown in FIG. 10 (near the vehicle center).
The former has a relatively small difference between Comparative Example 2, the first embodiment, and the second embodiment, but the latter has a particularly slow peak in the second embodiment.
As described above, although the degree of the effect varies depending on the mode, as a whole, Comparative Examples 1 and 2 have clear peaks and valleys of the PSD, whereas the first and second embodiments have a relatively peak due to the attenuation effect. It can be confirmed that the difference between the maximum value and the minimum value is small.

Also, the legend of FIGS. 7 to 10, the ride comfort level L _T of each condition showed increased or decreased value relative to the Comparative Example 1.
Calculation of L _T was calculated using 5~20Hz component of bending vibration and the associated large PSD.
The measurement points shown here, Comparative Example 2, the first embodiment, L _T of the second embodiment has been reduced substantially as compared with Comparative Example 1, Comparative Example 2, the tendency of the peaks and valleys of the PSD However, in the first embodiment and the second embodiment, the peak value itself tends to decrease, and it can be seen that the mechanism is different between the two.

Of the body acceleration PSD obtained as described above, the seat frame 2 in the longitudinal direction (vehicle front-rear direction) and 7 points in the longitudinal direction (vehicle longitudinal direction) and 3 rows in the width direction (sleeper direction) and the seat frame 2 near the center in the longitudinal direction are obtained. A total of 23 points were set as evaluation points.
Figure 11 is a diagram showing a comparison result of the ride comfort level L _T at this evaluation point.
FIG. 11 (a), the FIG. 11 (b), the FIG. 11 (c), Comparative Example 2 relative to the comparative example 1, the first embodiment shows a variation value for _{L T} in the second embodiment, The larger the negative absolute value, the higher the riding comfort improvement effect.

In FIG. 11, each column in which numerical values are arranged generally corresponds to the position of the evaluation point on the vehicle body, the left and right in the figure indicate the longitudinal direction of the vehicle body, and the upper and lower sides indicate the width direction of the vehicle body.
In Comparative Example 2, although a large amount of decrease of L _T value in the vicinity of the vehicle body center, stations also seen that increasing L _T value rather drive end.
In contrast, the first embodiment, in the second embodiment, do not see stations that L _T value increases.
In comparison between the first embodiment and the second embodiment, it can be seen that the vibration reduction effect is high in the second embodiment in which the length value of the viscoelastic body is large.

Finally, in order to evaluate the vibration reduction effect of the entire vehicle body (on the floor), comparison results of sensory acceleration power obtained in the process of _LT calculation are shown.
FIG. 12 is a graph showing the ratio of the sum of 5 to 20 Hz components of the sensory correction acceleration power at all measurement points in FIG.
As shown in FIG. 12, in the second embodiment, it can be seen that the power of vibration is about half that of Comparative Example 1 in the evaluation of the entire floor surface.

(Other embodiments)
In addition, this invention is not limited only to above-described embodiment, Various application and deformation | transformation can be considered.
The shape, material, manufacturing method, structure, and the like of each member constituting the vehicle body are not limited to the above-described embodiments, and can be changed as appropriate. For example, the number and arrangement of the suspension bar and the suspension bar receiver can be changed as appropriate.
In each embodiment, each connecting member is formed using a round pipe-shaped member. However, the present invention is not limited to this, and other materials and manufacturing methods may be used. For example, an aluminum alloy casting or an extruded material may be used. Further, each connecting member may be configured by assembling a plurality of members. Furthermore, the number and arrangement of each connecting member, the connection locations at both ends, the connection method, and the like are not particularly limited.
The configuration of the attenuating means is not limited to the one using the viscoelastic member as in each embodiment, and can be changed as appropriate.
Further, the structure, material, manufacturing method, and connecting method with the connecting member of the load shelf are not particularly limited.

DESCRIPTION OF SYMBOLS 1 Railcar body 10 Roof structure 11 Roof outer plate 12 Rafter 20 Side structure 20a Curtain plate holder 21 Outer plate 22 Door opening 23 Window opening 24 Door inner pillar 24a Inclined part 25 Door bottom pillar 25a Inclined part 26 Columnar member 30 Floor structure 40 Lamp receiver 50 Front / rear suspension rod 60 Suspension rod receiver 71, 72 Lateral suspension rod 80 Loading rack 81 Bracket 81a Flange portion 82 Pipe 90 Tail structure 100 Side structure connection member 101 Suspension bar side end 102 Side structure side end Part 103 Intermediate part 110 Loading shelf end connecting member 120 Loading shelf base connecting member 121 Joint D Duct S Hanger J T joint P Interior panel 200 Damping device 201 Outer cylinder 202 Viscoelastic member 210 Damping device 220 Damping device

Claims (8)

A railway vehicle body having a roof structure, a side structure, and a floor structure,
A suspension bar that connects the side structure and the roof structure directly or indirectly, and is supported by a lower end portion of a suspension bar receiver that protrudes downward from the roof structure and extends substantially along the longitudinal direction of the vehicle. , comprising a structure including at least one of Nitana from the upper neighborhood provided protruding in the vehicle width direction inner side of the side structure,
The structure comprises a part of the structure, and has one end connected directly or indirectly to the side structure and the other end connected directly or indirectly to the roof structure. Have
A railway vehicle body characterized in that damping means for attenuating vibration accompanied by relative displacement between both end portions of the connecting means is provided in a part of the connecting means. The connection means includes a side structure connecting member that connects a side structure and the suspension bar or the suspension bar holder,
The vehicle body for a railway vehicle according to claim 1, wherein the damping member is provided on the side structure connecting member. The connecting means includes a load shelf end connecting member that connects an end portion of the load shelf in the vehicle width direction and the hanging rod or the hanging rod support,
The vehicle body for a railway vehicle according to claim 1 or 2, wherein the damping means is provided on the load shelf end connecting member. The connection means includes a load shelf base connecting member that connects the base of the load shelf and the suspension bar or the suspension bar support,
The vehicle body for a railway vehicle according to claim 3, wherein the damping means is provided on the load shelf base connecting member. The vehicle body for a railway vehicle according to claim 4, wherein the load shelf end connecting member and the load shelf base connecting member are arranged such that their positions in the front-rear direction of the vehicle are adjacent to or coincide with each other. The connection means includes a load shelf base connecting member that connects the base of the load shelf and the suspension bar or the suspension bar support,
The vehicle body for a railway vehicle according to claim 1, wherein the damping means is provided in the load shelf base connecting member. A plurality of the suspension bar and the suspension bar support are provided separately in the sleeper direction,
In addition to the connecting means , a plurality of the suspension bars or the suspension bar receivers are coupled to each other, and there is a coupling member between the suspension bars extending substantially along the sleeper direction. The vehicle body for a railway vehicle according to any one of claims 6 to 7. The attenuating means is configured by connecting a first member and a second member which constitute a part of the connecting means and are relatively movable via a viscoelastic member made of a material having viscoelasticity. The railway vehicle body according to any one of claims 1 to 7, characterized in that:

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