Railway vehicle and method for replacing parts thereof

Abstract

To improve in-vehicle noise by reducing floor solid propagation sound, and to simplify maintenance in a vehicle completion state of an elastic body used for a sound / vibration reducing structure, in a floor plate arranged in a cabin of a railroad vehicle.SOLUTION: In the floor board in the cabin of the rolling stock, a dynamic vibration absorber composed of a weight and an elastic body is arranged in an opening possessed by the floor board, the outer periphery of the floor board, and the inside of an edge material constituting an internal skeleton.SELECTED DRAWING: Figure 7

Description

[Technical Field]

[0001] The present invention relates to a rail vehicle and a method for replacing parts thereof. [Background technology]

[0002] Reducing the interior noise felt by passengers in railway vehicles is an important issue in ensuring a comfortable interior environment. For example, in the passenger compartment, directly above the bogies and directly above the underfloor air conditioning units, low-frequency noise in the 200-300 Hz range, such as structure-borne noise from the bogies and fan noise from operating underfloor air conditioning units, is often input under the floor. These noises tend to worsen in these areas compared to other areas, so reducing them is desirable.

[0003] This low-frequency interior noise is transmitted to the passenger compartment floor via connecting elements between the carbody and bogie, such as traction links and yaw dampers, as well as the underframe and floor structure, so one method of reducing this noise is to apply an anti-vibration support structure to the components along the transmission path.

[0004] In this vibration isolation support structure, elastic bodies with relatively large internal damping, such as molded rubber, are bonded and attached to the floor joists, which are generally the floor fastening members between the underframe and the floorboards inside the passenger compartment, with the aim of isolating vibrations between the floorboards and the passenger compartment floorboards.In addition to these elastic support parts, elastic bodies are also applied around the passenger compartment floorboards.

[0005] For example, in places where metal parts come into contact with each other, such as in the joints between floorboards and floorboards, at the seams between adjacent floorboards, or inside the floorboards, elastic gap fillers such as putty and sealant are used to prevent the floor from squealing due to dynamic loads such as when passengers walk, to prevent water and foreign objects from getting into the floor, and to ensure a flat floor surface to prevent passengers from tripping.

[0006] However, the elastic bodies mentioned here inevitably change and deteriorate in stiffness (elastic modulus) due to seasonal temperature changes and aging, so they should be designed to be easily maintained for long-term operation. Furthermore, when it comes to reducing interior noise, if the elastic bodies deteriorate, the natural frequency of the elastic support system will change from the intended setting, which is likely to impair the effectiveness of reducing interior noise from the floor, and measures to address this will also be necessary.

[0007] In areas around the floor, which contribute significantly to interior noise, if the exhaust port for exhausting air from inside the passenger compartment is exposed on the floor surface, the core material inside the floorboards and the edging material protecting the end of the exhaust port come into contact around the exhaust port, making the floor more susceptible to creaking as the elastic material mentioned above deteriorates. Furthermore, if deterioration or abnormalities occur in the elastic material after the vehicle is completed, it becomes necessary to remove the elastic material and disassemble, inspect, and replace the related components. However, this work requires the removal of interior components attached to the top of the elastic material, such as floor coverings, seats, and floor supports for floorboards. For these reasons, maintaining and maintaining the vibration control performance of railway vehicles over the long term is difficult.

[0008] Therefore, railway vehicles require a design that takes into consideration both passenger comfort through measures to reduce low-frequency noise transmitted through the floorboards, as well as maintenance and operation after the vehicle is completed. [Prior art documents] [Patent documents]

[0009] [Patent Document 1] Japanese Patent Application Publication No. 2022-99594 Summary of the Invention [Problem to be solved by the invention]

[0010] In Patent Document 1, in electrical equipment such as a main transformer that is suspended from a connecting member (cross beam) of a railway vehicle, a dynamic vibration absorber is arranged on the upper surface of the connecting member, which makes it possible to reduce the vibration of the electrical equipment that is amplified by the natural vibration of the connecting member, thereby reducing interior noise caused by equipment vibration.

[0011] However, because such dynamic vibration absorbers use an elastic body to support the weight of the dynamic vibration absorber, the frequency band that can be reduced changes due to changes in environmental temperature and deterioration over time, and regular maintenance is required to maximize the amount of noise reduction inside the vehicle.Furthermore, as a maintenance issue, because conventional dynamic vibration absorbers are installed in the floor near the floor supports and cross beams, it is difficult to adjust the rigidity of the elastic body of the dynamic vibration absorber after the vehicle is completed.

[0012] Therefore, the present invention aims to provide a railway vehicle and a part replacement method that can improve interior noise by reducing floor solid-borne sound in floor panels installed in the passenger compartment of a railway vehicle, and can simplify maintenance of elastic bodies used in sound and vibration reduction structures in the completed vehicle state. [Means for solving the problem]

[0013] In order to solve the above problems, one of the representative railway vehicles of the present invention is: In a rail vehicle having an upper floor, The upper floor is An edge material along the edge of the upper floor; a core material provided in a space surrounded by the edge material, This is achieved by providing the rim material with a dynamic vibration absorber consisting of a weight and an elastic body that elastically supports the weight. [Effects of the Invention]

[0014] According to the present invention, it is possible to provide a railway vehicle and a part replacement method thereof that can improve interior noise by reducing floor solid-borne sound and simplify maintenance of elastic bodies used in sound and vibration reduction structures in the completed vehicle state. Problems, configurations, and effects other than those described above will become apparent from the following description of the embodiments. [Brief explanation of the drawings]

[0015] [Figure 1]FIG. 1 is a schematic diagram of a side view of a railway vehicle. [Figure 2] FIG. 2 is a cross-sectional view of the passenger compartment intersecting the longitudinal direction (cross-sectional view taken along line AA in FIG. 1), and is a schematic diagram showing the layered state of the floor structure that constitutes the underside of the passenger compartment. [Figure 3] FIG. 3 is a plan view of the passenger compartment floor (arrow C in FIG. 2), and is a schematic diagram showing panels that constitute the upper floor of the railway vehicle of the first embodiment. [Figure 4] Figure 4 is a schematic diagram showing the detailed floor structure of embodiment 1 in a longitudinal passenger compartment cross-section (details of part B in Figure 2), which shows the detailed structure of the upper floor with a dynamic vibration absorber built into the edging that forms the opening in the upper floor where an exhaust stack can be installed. [Figure 5] FIG. 5 is a cross-sectional schematic view showing the details of the internal configuration of the dynamic vibration absorber provided inside the upper floor of the first embodiment. [Figure 6] FIG. 6 is a cross-sectional schematic view showing the details of the internal configuration of the dynamic vibration absorber provided inside the upper floor of the second embodiment. [Figure 7] FIG. 7 is a cross-sectional view showing the manner in which the dynamic vibration absorber of the first embodiment is attached and detached. [Figure 8] FIG. 8 is a flowchart showing the procedure for replacing the elastic body, the weight, and the spacer that constitute the dynamic vibration absorber of the first and second embodiments. DETAILED DESCRIPTION OF THE INVENTION

[0016] (Embodiment 1) A first embodiment of the present invention will be described with reference to Figures 1 to 5. First, the directions used to describe the embodiment of the present invention will be defined. The rail direction and longitudinal direction of the railway vehicle 1 are defined as the x-direction, the sleeper direction and width direction as the y-direction, and the height direction and up-down direction as the z-direction.

[0017] Rail vehicles are vehicles that operate along laid tracks, and include railway vehicles, monorail vehicles, new transit system vehicles, streetcars, etc. Below, we will explain rail vehicles as a representative example of rail vehicles.

[0018] Fig. 1 is a side view of a railway vehicle. Fig. 2 is a longitudinal cross-sectional view of a passenger compartment (cross-sectional view taken along line AA in Fig. 1), and is a schematic diagram showing the layering of the floor structure that constitutes the underside of the passenger compartment. The railway vehicle 1 is composed of an underframe 10 that forms the floor of the vehicle, side structures 20 joined to both ends of the underframe 10 in the y direction, end structures 30 joined to the ends of the underframe 10 in the x direction, and a roof structure 40 placed on the upper ends of the side structures 20 and end structures 30. The side structures 20 are provided with openings in which window sections 22 and boarding entrances 24 are disposed, the window sections 22 being disposed along the x direction of the passenger compartment, and the boarding entrances 24 being disposed at both ends of the railway vehicle 1 in the x direction.

[0019] Both ends of the underframe 10 in the x direction are connected to a bogie that supports the carbody and moves along the track 90, and when the vehicle is running, tractive force in the x direction is transmitted via the carbody support device. In addition, large underfloor equipment such as a main converter (not shown) that controls the power supply to the traction motor that drives the wheelset of the bogie, and an air conditioning unit 70 are suspended from the underside of the underframe 10.

[0020] The air conditioning unit 70 is provided with a conditioned air outlet (not shown), a recirculated air return port (not shown), and an exhaust port (not shown) through which air to be exhausted to the outside of the vehicle flows in, and each port is connected to a duct (conditioned air duct 15, exhaust air duct 16, etc.) for supplying air to a desired location or introducing air. The conditioned air duct 15 is arranged along the x direction on the inside of the vehicle near the y-direction end of the joint between the side structure 20 and the underframe 10.

[0021] The conditioned air duct 15 is raised in the z direction at the airflow area between the window sections 22 of the side structure 20, and blows out conditioned air into the passenger compartment from the conditioned air outlet of the air conditioner 70. The conditioned air is distributed throughout the passenger compartment to equalize the temperature distribution felt by passengers, and is ultimately returned to the air conditioner 70 as exhaust or recirculated air via the exhaust air duct 16 or a recirculation air duct (not shown).

[0022] An airtight floor 11 is provided on the upper surface of the underframe 10 of the railway vehicle 1, ensuring airtightness inside the vehicle. Rib structures such as floor supports and floor joists are added to or integrally formed on the upper surface of the airtight floor 11, which secures and supports the upper floor 12 while ensuring space for installing the aforementioned conditioning air duct 15 and exhaust air duct 16. Anti-vibration rubber (not shown) may be bonded or attached between the airtight floor 11 and upper floor 12, and by elastically supporting the upper floor 12 against the airtight floor 11 and underframe, it helps to reduce structure-borne noise transmitted from under the floor.

[0023] Floor mats (not shown) and chairs 14 are fixed to the upper surface of the upper floor 12 to form a passenger compartment space. The upper floor 12 directly below the chairs 14 has an opening 13 (Fig. 4) that communicates with the exhaust air duct 16, and an exhaust stack 17 that can be attached and removed from inside the passenger compartment is provided in the opening 13. A wire mesh 17a is provided on the upper surface of the exhaust stack 17 to prevent foreign matter from entering as the exhaust air passes. A gap filler (not shown), such as a watertight seal or packing, is used between the exhaust stack 17 and the upper floor 12 to prevent liquid from entering the exhaust air duct 16 and the upper surface of the airtight floor 11 from the opening 13, and to suppress floor creaking when passengers walk on it.

[0024] Fig. 3 is a plan view (arrow C in Fig. 2) of the passenger compartment floor surface, and is a schematic diagram showing panels that constitute the upper floor of the railway vehicle of embodiment 1. As shown in Fig. 3, the upper floor 12 is equipped with dynamic vibration absorbers 50 on its edge materials.

[0025] First, we will explain how the dynamic vibration absorber 50 is applied in the xy plane to the upper floor 12 of this embodiment. In a typical upper floor 12, rim frameworks (also called rim members) formed by extrusion or sheet metal processing are attached to the internal framework at the outer edges and center of the plate members 61 that make up the front and back surfaces of the panel.

[0026] In the first embodiment, an edge member frame (also referred to as an "edge member frame (shape only)") 63B and an edge member frame with a built-in dynamic vibration absorber (also referred to as an "edge member frame (with built-in dynamic vibration absorber)") 63A are provided as internal frames at the outer edge and central portion of the plate material of the upper floor 12. In FIG. 3, as an example, an edge member frame (shape only) 63B is provided at the outer edge of the upper floor 12 along the x direction, an internal frame 63C at the outer edge and central portion of the plate material of the upper floor 12 along the y direction, and an edge member frame (with built-in dynamic vibration absorber) 63A is provided in a rectangular opening in the upper floor 12. The inner edge of the edge member frame (with built-in dynamic vibration absorber) 63A forms the rectangular opening 13. However, the number, direction, and range of the edge member frames (with built-in dynamic vibration absorber) may be changed as desired depending on the surface density of the upper floor 12 to be damped and the position of the antinode of the natural vibration mode of the upper floor 12.

[0027] Regarding floorboard layout inside the passenger compartment of a typical railway vehicle, the type of floorboard (combination of constituent materials such as board material, core material, edge material frame, etc., and surface density) is set in advance along the x direction, and by increasing or decreasing the surface density in response to the magnitude relationship of the underfloor noise input from directly below the floorboard, it is possible to achieve both a reduction in vehicle weight and a reduction in transmitted sound through mass optimization.

[0028] The vibration damping mechanism of the dynamic vibration absorber will now be explained. By matching or approaching the natural frequency of the secondary vibration system of the dynamic vibration absorber to the natural frequency of the primary vibration system to be damped, the weight 65 of the secondary vibration system vibrates in antiphase with respect to the primary vibration system, thereby damping the natural frequency of the primary vibration system. In the case of a dynamic vibration absorber 50 modeled as a single-degree-of-freedom system, a well-balanced vibration damping effect relative to the mass ratio can be obtained when the mass ratio of the weight of the dynamic vibration absorber 50 of the secondary vibration system to the upper floor 12 of the primary vibration system is set to approximately 0.1 to 0.2. Therefore, even if the surface density of the upper floor 12 to be damped in this embodiment is set relatively high in accordance with the transmitted sound due to underfloor noise input, the amount of vibration reduction provided by the dynamic vibration absorber can be optimized for each location in the passenger compartment by appropriately adding the rim frame (with built-in dynamic vibration absorber) 63A of this embodiment.

[0029] FIG. 4 is a cross-sectional view of a passenger compartment floor structure having an upper floor 12 according to a first embodiment of the present invention. This drawing explains the installation position of a dynamic vibration absorber 50. The passenger compartment floor structure is composed of an airtight floor 11, an exhaust air duct 16, an upper floor 12, and an exhaust stack 17. The flow of exhaust air S from the passenger compartment is drawn into the exhaust air duct 16 through the wire mesh 17a on the upper surface of the exhaust stack 17 and the opening 13 in the upper floor 12, and is then discharged outside the railway vehicle 1. Note that a packing 18 is applied between the airtight floor 11 (and upper floor 12) and the exhaust air duct 16, and is structured to prevent leakage to the outside of the exhaust air duct 16 in the unlikely event that liquid such as water or foreign matter enters the opening 13 from the passenger compartment.

[0030] The exhaust stack 17 has a structure that allows it to be attached and detached to the opening 13 by screw fixing or the like, and a watertight seal (not shown) is applied between the components. The dynamic vibration absorber 50 of this embodiment is arranged as a rim frame (with built-in dynamic vibration absorber) 63A whose inner edge forms the opening 13, and this rim frame is adjacent to the flange of the exhaust stack 17 and is not exposed to the passenger compartment side.

[0031] FIG. 5 is a cross-sectional schematic diagram showing the details of the internal structure of the dynamic vibration absorber provided inside the upper floor of the first embodiment. While the y-z cross section is shown here, the x-z cross section has a similar structure. The dynamic vibration absorber 50 of this embodiment is arranged parallel to a core member 62 that is disposed between plates 61 that form the front and back surfaces of the upper floor 12 and supports the plates 61. The core member 62 is disposed within a space surrounded by rim member frameworks 63A, 63B, and 63C along the outer edge of the upper floor 12, and together with the plates 61, constitutes the upper floor 12. The plates 61 have a rectangular opening equal to the opening 13, and the core member 62 has a larger rectangular opening. The dynamic vibration absorber 50 is disposed in this rectangular opening. First, the arrangement of the weight 65, first elastic body 64a, and second elastic body 64b, which are involved in the vibration damping effect of the dynamic vibration absorber 50, will be described.

[0032] In the dynamic vibration absorber 50, a first channel 63b1 and a second channel 63b2 are disposed facing each other and spaced apart in the y direction, and each abuts against a plate 61. One side surface in the y direction of the first channel 63b1 coincides with the inner edge of the plate 61, and the other side surface in the y direction of the second channel 63b2 abuts against the inner edge of the core 62. The first channel 63b1 and the second channel 63b2 have symmetrical U-shaped cross sections. A spacer 66 is disposed between the first channel 63b1 and the second channel 63b2 while abutting against the plate 61, preventing the two from approaching each other.

[0033] Furthermore, the first elastic body 64a and the second elastic body 64b are arranged spaced apart in the y direction such that their outer principal surfaces abut against the inner principal surfaces of the first channel member 63b1 and the second channel member 63b2, which face the y direction. The first elastic body 64a and the second elastic body 64b have symmetrical U-shaped cross sections and are arranged with a preload applied to the weight 65 interposed between them. In other words, the weight 65 is floatingly supported by the first elastic body 64a and the second elastic body 64b. Note that, in FIG. 5, as an example, the weight 65 is configured to be elastically supported between the first elastic body 64a and the second elastic body 64b in the y direction. However, the orientation of each elastic body may be changed within the y-z plane depending on the natural vibration mode shape of the upper floor 12.

[0034] 5, the first channel member 63b1 has a first inner principal surface (xz-plane) facing the core member 62 and a pair of first inner minor surfaces (xy-planes) intersecting the first inner principal surface, the first elastic body 64a has a first outer principal surface in surface contact with the first inner principal surface and a first outer minor surface in surface contact with the first inner minor surface, the second channel member 63b2 has a second inner principal surface (xz-plane) facing the first inner principal surface and a pair of second inner minor surfaces (xy-planes) intersecting the second inner principal surface, and the second elastic body 64b has a second outer principal surface in surface contact with the second inner principal surface and a second outer minor surface in surface contact with the second inner minor surface.

[0035] The weight 65 is a rectangular prism with its axis in the x direction, and the first elastic body 64a is in surface contact with three sides of the outer periphery of the weight 65 excluding the side closest to the core material 62, while the second elastic body 64b is in surface contact with three sides of the outer periphery of the weight 65, with a gap between them, including the side closest to the core material 62 with which the first elastic body 64a does not abut.

[0036] With the above configuration, when the solid-borne sound from the bogie and underfloor equipment is transmitted from the airtight floor 11 to the upper floor 12 of the main vibration system, an external force is input to the weight 65 elastically supported by the first elastic body 64a and the second elastic body 64b of the dynamic vibration absorber 50 of the secondary vibration system built into the upper floor 12, causing repeated relative displacement.

[0037] In this case, by synchronizing the natural frequency and eigenvector direction of the secondary vibration system, which are determined by the mass of the weight 65 of the dynamic vibration absorber 50 (hereinafter referred to as the secondary vibration system) that is the secondary vibration system and the rigidity of the first elastic body 64a and the second elastic body 64b, with the natural frequency and eigenvector direction of the upper floor 12 (hereinafter referred to as the primary vibration system) that is the primary vibration system, by making them coincident or close to each other, the vibration energy of the primary vibration system flows into the secondary vibration system, thereby reducing the structure-borne sound of the upper floor 12. In other words, when an input close to the natural frequency of the primary vibration system is transmitted from the primary vibration system, the secondary vibration system resonates and the weight 65 undergoes a large relative displacement, thereby attenuating the input to the primary vibration system.

[0038] Furthermore, in the dynamic vibration absorber 50 of this embodiment, in addition to reducing vibration due to the resonance of the weight 65 described above, the damping force due to the internal friction of the first elastic body 64a and the second elastic body 64b can also be utilized, thereby reducing vibration of the upper floor 12 while minimizing the weight increase due to the addition of the weight 65.

[0039] When the core material 62 within the upper floor 12, the rim frame 63A, 63B, and 63C of the upper floor 12, and the sealing materials (not shown) appropriately added between the first channel 63b1, the second channel 63b2, and the surrounding components deteriorate over time, floor creaking may be more likely to occur due to the dynamic load of passengers, etc. In contrast, when the dynamic vibration absorber 50 of this embodiment is built in, the frictional damping of the first elastic body 64a and the second elastic body 64b of the dynamic vibration absorber 50 acts on the first channel 63b1 and the second channel 63b2, thereby reducing the vibration components of floor creaking that are transmitted to the first channel 63b1 and the second channel 63b2.

[0040] (Embodiment 2) Fig. 6 is a cross-sectional schematic diagram showing the details of the internal configuration of a dynamic vibration absorber provided inside the upper floor of embodiment 2. As in Fig. 5, dynamic vibration absorber 50 utilizes a natural frequency determined by weight 65 and first and second elastic bodies 64a and 64b. In dynamic vibration absorber 50 of embodiment 2 as well, first and second channels 63b1 and 63b2, which are spaced apart in the y direction by spacer 66, have symmetrical shapes with semi-cylindrical depressions in the centers. First and second elastic bodies 64a and 64b are partially annular and symmetrical, and are disposed inside first and second channels 63b1 and 63b2, respectively, with weight 65 interposed therebetween.

[0041] The inner partial cylindrical surfaces of the first channel member 63b1 and the second channel member 63b2 are in contact with the outer partial cylindrical surfaces of the first elastic body 64a and the second elastic body 64b. The inner partial cylindrical surfaces of the first elastic body 64a and the second elastic body 64b are in contact with the outer peripheral surface of the cylindrical weight 65 while applying a preload. The first elastic body 64a and the second elastic body 64b are arranged in a partial ring shape on the yz plane. The proportion of the gap 67 formed between the first elastic body 64a and the second elastic body 64b on the yz plane can be adjusted by changing the circumferential lengths of the first elastic body 64a and the second elastic body 64b. The outer cylindrical surfaces of the first elastic body 64a and the second elastic body 64b are preferably bonded to the inner partial cylindrical surfaces of the first channel member 63b1 and the second channel member 63b2.

[0042] 6, the first channel member 63b1 has a first inner partial cylindrical surface facing the core member 62, and the first elastic body 64a has a first outer partial cylindrical surface in surface contact with the first inner partial cylindrical surface. The second channel member 63b2 has a second inner partial cylindrical surface facing the first inner partial cylindrical surface, and the second elastic body 64b has a second outer partial cylindrical surface in surface contact with the second inner partial cylindrical surface.

[0043] The weight 65 is cylindrical with its axis in the x direction, and the first elastic body 64a and the second elastic body 64b are in surface contact with the outer circumferential surface of the weight 65 with a gap between them and the axis therebetween.

[0044] With the above configuration, by optimally adjusting the proportion and phase of the voids 67 (for example, by increasing the voids 67 on the upper side in the z direction and decreasing the voids 67 on the lower side in the z direction), it is possible to change in small increments the direction in which the support stiffness of the weight 65 by the first elastic body 64a and the second elastic body 64b is maximized. Therefore, compared to the dynamic vibration absorber 50 of embodiment 1, it is possible to increase the frequency band of the upper floor 12 that can be reduced and the direction of the corresponding natural vibration mode. Note that in FIG. 3, the type of dynamic vibration absorber built into the rim member frame (with built-in dynamic vibration absorber) 63A may be either that of embodiment 1 or embodiment 2, and the dynamic vibration absorbers 50 of embodiment 1 and embodiment 2 may be combined depending on the natural frequency and eigenvector of the upper floor 12 to be reduced.

[0045] (Embodiment 3) Embodiment 3 will be described with reference to Figures 7 and 8. Embodiment 3 is directed to the dynamic vibration absorber 50 of embodiment 1, and has a configuration that allows it to be easily attached to and detached from the upper floor 12. Note that embodiment 3 can also be similarly applied to the dynamic vibration absorber 50 of embodiment 2, and therefore a description thereof will be omitted.

[0046] 7 is a detailed view of the dynamic vibration absorber 50 of the first embodiment, showing the separation points when attaching or detaching it to or from the upper floor 12. In this embodiment, the dynamic vibration absorber 50 arranged on the yz cross section and the dynamic vibration absorber 50 arranged on the xz cross section are separate bodies, and each dynamic vibration absorber 50 can be disassembled independently in the y direction or the x direction. Below, the dynamic vibration absorber 50 arranged on the yz cross section will be described, and a description of the dynamic vibration absorber 50 arranged on the xz cross section will be omitted.

[0047] As shown in FIG. 7, the dynamic vibration absorber 50 is composed of a separation-side unit 51a and a fixed-side unit 51b. Specifically, the separation-side unit 51a is composed of a first channel member 63b1, a spacer 66, a first elastic body 64a, and a weight 65. The fixed-side unit 51b is composed of a second channel member 63b2 and a second elastic body 64b. To prevent detachment, it is preferable that the first channel member 63b1 and the first elastic body 64a are bonded together, the first channel member 63b1 and the spacer 66 are bonded together, and the first elastic body 64a and the weight 65 are bonded together. It is also preferable that the second channel member 63b2 and the second elastic body 64b are bonded together.

[0048] The separation-side unit 51a is joined to the plate 61 by fitting or with rivets or screws while the spacer 66 of the separation-side unit 51a is brought into contact with the second channel 63b2 of the fixed-side unit 51b. The separation-side unit 51a can be attached and detached from the inner edge of the plate 61 of the upper floor 12, and the fixed-side unit 51b is fixed in advance as a rim frame that supports the core 62 of the upper floor 12 from the inside in parallel with it. By changing the size of the spacer 66, the gap between the first channel 63b1 and the second channel 63b2 can be adjusted, and the amount of preload on the weight 65 can be changed.

[0049] The separation-side unit 51a is formed by stacking in order in the y direction a first channel member 63b1 that forms the inner edge of the upper floor 12, a first elastic body 64a attached inside the first channel member 63b1, and a weight 65. The fixed-side unit 51b is formed by stacking in the y direction a second channel member 63b2 that abuts against the core member 62 and a second elastic body 64b attached to the inside of the second channel member 63b2 (the side of the first channel member 63b1). Although the spacer 66 is included in the separation-side unit 51a in FIG. 7, it may be included in the fixed-side unit 51b.

[0050] Figure 8 is a flow chart showing the procedure for attaching and detaching the dynamic vibration absorber 50 to the upper floor 12. In this figure, the flow from removing the separation-side unit 51a including the first elastic body 64a and second elastic body 64b, weight 65, and spacer 66 of the dynamic vibration absorber 50, replacing the elastic bodies, and reassembling will be explained. Here, in Figure 8, S stands for step.

[0051] First, at the start of the flow (S10), the worker determines whether or not adjustment of the natural frequency of the dynamic vibration absorber 50 is necessary (S20). The determination of whether or not adjustment is necessary (S20) may be made based on the presence or absence of a peak frequency transition or a change in the amount of reduction in the target frequency band by measuring the floor acceleration during driving or by temporarily installing a microphone directly above the upper floor 12 and comparing the vibration level and noise level of the peak frequency measured by the instrument when the vehicle was new with those measured over time. Alternatively, the need for adjustment may be determined by measuring the natural frequency of the dynamic vibration absorber 50 by performing a hammering test on the upper floor 12 of this embodiment in the passenger compartment under stationary vehicle conditions. Alternatively, the need for inspection and adjustment of the dynamic vibration absorber 50 may be determined after a predetermined number of years have passed.

[0052] If the determination of whether adjustment is necessary (S20) determines that adjustment is not necessary (if the determination in S20 is no), the work ends in S100. On the other hand, if adjustment is necessary (if the determination in S20 is yes), the worker removes, replaces, and reinstalls the dynamic vibration absorber 50 provided on the upper floor 12. If adjustment is necessary, the worker releases the fastening between the exhaust stack 17 and the upper floor 12 and pulls the exhaust stack 17 out above the upper floor 12 (S30). Next, as shown in FIG. 7, the worker removes fastening members (not shown) and pulls the separation-side unit 51a out of the plate material 61 in the y direction (S40). The worker also removes the weight 65 from the recovered separation-side unit 51a and replaces the first elastic body 64a with a new one (a replacement first elastic body), which is then glued and fixed (S50).

[0053] Next, the worker removes the second elastic body 64b of the fixed-side unit 51b from the exposed surface of the upper floor 12, replaces it with a new one (replacement second elastic body), and adheres and secures it (S60). The worker then adheres and secures a weight 65 to the replaced first elastic body 64a of the separation-side unit 51a to prevent the part from falling into the exhaust air duct 16 during installation (S70). After replacing the part, the worker connects the replaced separation-side unit 51a to the fixed-side unit 51b with a spacer 66 interposed therebetween and secures it to the upper floor 12 (S80). As a result, the spacer 66 is interposed between the first channel member 63b1 and the second channel member 63b2, and the weight 65 is held between the new first elastic body 64a and the new second elastic body 64b. At this time, by inserting the first elastic body 64a in the y direction along the inner surface of the plate material 61, the separation-side unit 51a can be attached using the plate material 61 as a guide.

[0054] As described above, the worker can set the compression allowance of the first elastic body 64a and the second elastic body 64b by adjusting the dimension of the spacer 66 in the y direction (including replacing it with a different spacer 66), and can adjust the preload (rigidity) of each elastic body according to the set compression allowance. The worker may also add packing and install seals between the first channel member 63b1 and the second channel member 63b2 and the plate member 61 to prevent floor creaking and to ensure watertightness. Finally, the worker fixes the exhaust stack 17 to the upper floor 12 (S90) and completes the replacement work (S100).

[0055] In S50, S60, and S80, the replacement of the first elastic body 64a and the second elastic body 64b has been described here, but in addition to the first elastic body 64a and the second elastic body 64b, the weight 65 and the spacer 66 may also be replaced with ones having dimensions, mass, rigidity, damping rate, material, and density different from those at the time of completion of the vehicle, depending on changes in the frequency band of the upper floor 12 to be reduced.

[0056] By performing the above-described work, the elastic body that has deteriorated over time can be easily replaced from inside the passenger compartment for the dynamic vibration absorber 50 of embodiment 1 and embodiment 2, thereby ensuring that the dynamic vibration absorber 50 maintains the vibration reduction performance (natural frequency or damping ratio) of when it was newly manufactured.

[0057] Furthermore, the first elastic body 64a, the second elastic body 64b, the weight 65, and the spacer 66 can be easily replaced with appropriate ones depending on the frequency band for which sound reduction is desired. Therefore, the natural frequency of the dynamic vibration absorber 50 can be easily adjusted in response to changes in the peak frequency of underfloor noise input due to increased operating speed, replacement or removal of underfloor equipment, changes in operating mode, changes in track maintenance over time, etc. Therefore, according to the third embodiment, the dynamic vibration absorber 50 can reduce structure-borne sound from under the floor, while simplifying maintenance of the elastic bodies of the dynamic vibration absorber 50.

[0058] The airtight floor 11 used in this embodiment may have a single-skin structure using extruded aluminum profiles, which aims to reduce the vehicle weight, or a double-skin structure, which has a higher transmission loss than the airtight floor structure described above and is advantageous for reducing interior noise. Furthermore, vibration-damping rubber may be applied between the floor joists arranged between the airtight floor 11 and the upper floor 12 to suppress structure-borne sound from under the floor. The core material 62 of the upper floor 12 may be made of a lightweight material such as an aluminum honeycomb core or foamed resin, depending on the required surface density, or may be filled with a sound-absorbing material such as glass wool or a vibration-damping material such as rubber.

[0059] This specification includes the disclosure of the following inventions. (First aspect) In a rail vehicle having an upper floor, The upper floor is An edge material along the edge of the upper floor; a core material provided in a space surrounded by the edge material, The rim member includes a dynamic vibration absorber including a weight and an elastic body that elastically supports the weight. A rail vehicle characterized by:

[0060] (Second aspect) In the rail vehicle of the first aspect, The upper floor further includes a pair of plates that hold the core material, The dynamic vibration absorber is The plate member further includes a first channel member and a second channel member spaced apart in a horizontal direction between the plate members, The elastic body is a first elastic body attached to the first channel member; a second elastic body attached to the second channel member; The weight is A preload is applied between the first elastic body and the second elastic body and the elastic body is held. A rail vehicle characterized by:

[0061] (Third aspect) In the rail vehicle of the second aspect, The first channel member abuts against the second channel member via a spacer. A rail vehicle characterized by:

[0062] (Fourth aspect) In the rail vehicle of the second aspect or the third aspect, the second elastic body is bonded to the second channel member that is in contact with the core member; the first elastic body is bonded to the first channel member; The weight is bonded to the first elastic body. A rail vehicle characterized by:

[0063] (Fifth aspect) In the rail vehicle of the second aspect or the third aspect, The first channel member has a first inner major surface facing the core member and a pair of first inner minor surfaces intersecting the first inner major surface, the first elastic body has a first outer major surface in surface contact with the first inner major surface and a first outer minor surface in surface contact with the first inner minor surface, the second channel member has a second inner major surface opposite the first inner major surface and a pair of second inner minor surfaces intersecting the second inner major surface; The second elastic body has a second outer major surface in surface contact with the second inner major surface and a second outer minor surface in surface contact with the second inner minor surface. A rail vehicle characterized by:

[0064] (Sixth aspect) In the rail vehicle of the fifth aspect, The weight has a rectangular prism shape with an axis in the horizontal direction, the first elastic body contacts three of the outer circumferential surfaces of the weight; the second elastic body is in contact with three surfaces of the outer circumferential surface of the weight, including one surface that is not in contact with the first elastic body, with a gap between the second elastic body and the first elastic body; A rail vehicle characterized by:

[0065] (Seventh aspect) In the rail vehicle of the second aspect or the third aspect, the first channel member has a first inner partial cylindrical surface facing the core member; the first elastic body has a first outer partial cylindrical surface that is in surface contact with the first inner partial cylindrical surface, the second channel member has a second inner partial cylindrical surface opposite the first inner partial cylindrical surface; the second elastic body has a second outer partial cylindrical surface that is in surface contact with the second inner partial cylindrical surface; A rail vehicle characterized by:

[0066] (Eighth aspect) In the seventh aspect of the rail vehicle, The weight is cylindrical with an axis in the horizontal direction, The first elastic body and the second elastic body are partially annular, and are spaced apart from each other and abut against the outer circumferential surface of the weight across the axis. A rail vehicle characterized by:

[0067] (Ninth aspect) In the method for replacing a part of a railway vehicle according to any one of the third to eighth aspects, removing the first channel member, the first elastic body bonded to the first channel member, and the weight bonded to the first elastic body from the plate member; After separating the second elastic body from the second channel member disposed on the plate member, a replacement second elastic body is adhered to the second channel member; Separating the first elastic body and the weight from the removed first channel member; The separated weight is adhered to the first elastic body for renewal, The first elastic body for replacement, to which the weight is attached, is attached to the first channel member; the spacer is interposed between the first channel and the second channel, and the weight is held between the first replacement elastic body and the second replacement elastic body, and the first channel is fixed to the plate. A method for replacing parts of a railway vehicle.

[0068] (Tenth aspect) In the method for replacing a part of a rail vehicle according to a ninth aspect, The first channel member is guided by the plate member and attached to the upper floor. A method for replacing parts of a railway vehicle. [Explanation of symbols]

[0069] 1...railroad vehicle, 10...underframe, 11...airtight floor, 12...upper floor, 13...opening, 14...chair, 15...conditioning air duct, 16...exhaust air duct, 17...exhaust stack, 17a...wire mesh, 18...packing, 20...side structure, 22...window section, 24...boarding entrance, 30...end structure, 40...roof structure, 50...dynamic vibration absorber, 51a...separate side unit, 51b...fixed side unit, 61...plate material, 6 2...core material, 63A...edge frame (with built-in dynamic vibration absorber), 63B...edge frame (shape only), 63b1...first channel material, 63b2...second channel material, 64a...first elastic body, 64b...second elastic body, 65...weight, 66...spacer, 67...gap portion, 70...air conditioning unit, 90...track, S...flow of exhaust air, x...longitudinal (rail) direction, y...width (sleeper) direction, z...height direction

Claims

1. In a rail vehicle having an upper floor, The upper floor is An edge material along the edge of the upper floor; a core material provided in a space surrounded by the edge material, The rim member includes a dynamic vibration absorber including a weight and an elastic body that elastically supports the weight. A rail vehicle characterized by:

2. The railway vehicle of claim 1, The upper floor further includes a pair of plates that hold the core material, The dynamic vibration absorber is The method further includes a first channel and a second channel disposed between the plates and spaced apart in a horizontal direction, The elastic body is a first elastic body attached to the first channel; a second elastic body attached to the second channel member; The weight is A preload is applied between the first elastic body and the second elastic body and the elastic body is held. A rail vehicle characterized by:

3. The railway vehicle according to claim 2, The first channel member abuts against the second channel member via a spacer. A rail vehicle characterized by:

4. The railway vehicle according to claim 3, the second elastic body is bonded to the second channel member in contact with the core member; the first elastic body is bonded to the first channel material; The weight is bonded to the first elastic body. A rail vehicle characterized by:

5. The railway vehicle according to claim 3, The first channel member has a first inner major surface facing the core member and a pair of first inner minor surfaces intersecting the first inner major surface, the first elastic body has a first outer major surface in surface contact with the first inner major surface and a first outer minor surface in surface contact with the first inner minor surface, the second channel member has a second inner major surface opposite the first inner major surface and a pair of second inner minor surfaces intersecting the second inner major surface; The second elastic body has a second outer major surface in surface contact with the second inner major surface and a second outer minor surface in surface contact with the second inner minor surface. A rail vehicle characterized by:

6. The railway vehicle according to claim 5, The weight has a rectangular prism shape with an axis in the horizontal direction, the first elastic body abuts on three surfaces of the outer circumferential surface of the weight; the second elastic body is in contact with three surfaces of the outer circumferential surface of the weight, including one surface that is not in contact with the first elastic body, with a gap between the second elastic body and the first elastic body; A rail vehicle characterized by:

7. The railway vehicle according to claim 3, the first channel has a first inner partial cylindrical surface facing the core; the first elastic body has a first outer partial cylindrical surface that is in surface contact with the first inner partial cylindrical surface, the second channel has a second inner partial cylindrical surface opposite the first inner partial cylindrical surface; the second elastic body has a second outer partial cylindrical surface that is in surface contact with the second inner partial cylindrical surface; A rail vehicle characterized by:

8. The railway vehicle according to claim 7, The weight is cylindrical with an axis in the horizontal direction, The first elastic body and the second elastic body are partially annular and are spaced apart from each other and abut against an outer circumferential surface of the weight across the axis. A rail vehicle characterized by:

9. The method for replacing a part of a railway vehicle according to any one of claims 3 to 8, removing the first channel member, the first elastic body bonded to the first channel member, and the weight bonded to the first elastic body from the plate member; After separating the second elastic body from the second channel member disposed on the plate member, a replacement second elastic body is adhered to the second channel member; Separating the first elastic body and the weight from the removed first channel member; The separated weight is adhered to the first elastic body for renewal; The first elastic body for replacement, to which the weight is attached, is attached to the first channel member; the spacer is interposed between the first channel and the second channel, and the weight is held between the first replacement elastic body and the second replacement elastic body, and the first channel is fixed to the plate. A method for replacing parts of a railway vehicle.

10. 10. The method for replacing a part of a railway vehicle according to claim 9, The first channel member is guided by the plate member and attached to the upper floor. A method for replacing parts of a railway vehicle.

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