Rail vehicles

Abstract

To provide a rail vehicle that improves sound transmission loss and reduces noise without increasing the weight of the vehicle. [Solution] A rail vehicle having a body with a frame and a bogie supporting the frame, wherein the frame has an upper floor disposed on the body side, an airtight floor disposed on the bogie side, and a plurality of support members disposed in connection with the upper floor and the airtight floor, the support members are arranged in rows at predetermined intervals along the longitudinal direction of the body, a plurality of rows of support members are arranged along the width direction of the body, and when two adjacent rows of support members in the width direction are viewed in the width direction of the body, the support members of one row are positioned between the support members of the other row that are adjacent in the longitudinal direction of the body.

Description

Technical Field

[0001] The present invention relates to a rail vehicle.

Background Art

[0002] Conventionally, in order to reduce the in-vehicle noise of rail vehicles, studies have been conducted to improve the acoustic transmission loss of each part of the vehicle. It is generally known that the acoustic transmission loss increases as the surface density (mass per unit area) of the member through which the sound passes increases, and as the frequency of the passing sound increases. Based on such findings, one solution to improve the acoustic transmission loss is to increase the surface density of the member. However, there is a problem that this cannot be simply achieved because railway vehicles are subject to axle load restrictions due to the design load of the route they run on.

[0003] In recent years, each railway operator is aiming for a substantial zero-emission of CO2 emissions towards carbon neutrality. Since there is a positive correlation between CO2 emissions and energy consumption, efforts are being made to reduce CO2 emissions by focusing on the energy related to the operation of vehicles, which accounts for the majority of the energy consumed in the railway business. One of the factors for reducing the energy required for vehicle operation is to lighten the vehicle weight. Therefore, considering the efforts towards carbon neutrality, it is difficult to apply the measure of increasing the surface density of the member to reduce in-vehicle noise.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] Patent Document 1 discloses a technique in which slits are formed in the vertical plate portion of the floor support, thereby suppressing vibration transmission from the structure to the upper floor. However, there is a need for a technique that can more effectively reduce in-vehicle noise.

[0006] This invention has been made in view of the above problems, and aims to provide a rail vehicle that improves sound transmission loss and reduces in-vehicle noise without increasing the weight of the vehicle. [Means for solving the problem]

[0007] To solve the above problems, one representative rail vehicle of the present invention is: A rail vehicle having a body with a frame and a bogie that supports the frame, The aforementioned frame is The upper floor located on the vehicle body side, The airtight floor located on the trolley side, It has a plurality of support members arranged in connection with the upper floor and the airtight floor, The support members are arranged in rows at predetermined intervals along the longitudinal direction of the vehicle body. Multiple rows of the support members are arranged along the width direction of the vehicle body. This is achieved by ensuring that, when two rows of support members adjacent in the width direction are viewed in the width direction of the vehicle body, the support members of one row are positioned between the support members of the other row that are adjacent in the longitudinal direction of the vehicle body. [Effects of the Invention]

[0008] According to the present invention, it is possible to provide a rail vehicle that improves sound transmission loss and reduces in-vehicle noise without increasing the weight of the vehicle. Other issues, configurations, and effects not mentioned above will be clarified by the following description of the embodiments. [Brief explanation of the drawing]

[0009] [Figure 1] Figure 1 is a side view of a railway vehicle. [Figure 2]Figure 2 is a cross-sectional view (section AA in Figure 1) of a railway vehicle intersecting in the longitudinal direction. [Figure 3] Figure 3 is a detailed cross-sectional view of the floor section (section C in Figure 2) that intersects the longitudinal direction of the railway vehicle. [Figure 4] Figure 4 is a perspective view of the floor structure of the comparative example. [Figure 5] Figure 5 shows the natural vibration modes of the upper floor in the comparative example floor structure. [Figure 6] Figure 6 shows the representative structure of the floor section of the comparative example and the natural vibration modes of the upper floor (section D in Figure 5). [Figure 7] Figure 7 is a cross-sectional view (corresponding to the BB cross-section in Figure 2) of the floor structure of the comparative example, where the cross-section intersects the railway vehicle vertically. [Figure 8] Figure 8 is a cross-sectional view (BB section in Figure 2) of the floor section that intersects vertically in a railway vehicle, relating to Embodiment 1 of the present invention. [Figure 9] Figure 9 is a diagram showing a representative structure of the floor portion according to Embodiment 1 of the present invention, and corresponds to part D in Figure 5. [Figure 10] Figure 10 is a detailed cross-sectional view (corresponding to section C in Figure 2) of the floor section intersecting in the longitudinal direction of a railway vehicle, relating to Embodiment 2 of the present invention. [Figure 11] Figure 11 is a diagram showing a representative structure of the floor portion according to Embodiment 2 of the present invention, and corresponds to part D in Figure 5. [Figure 12] Figure 12 is a detailed cross-sectional view (corresponding to section C in Figure 2) of the floor section intersecting in the longitudinal direction of a railway vehicle, relating to Embodiment 3 of the present invention. [Figure 13] Figure 13 is a diagram showing a representative structure of the floor portion according to Embodiment 3 of the present invention, and corresponds to part D in Figure 5. [Modes for carrying out the invention]

[0010] Rail vehicles are vehicles that operate along laid tracks, and include railway cars, monorail cars, new transit system vehicles, and trams. Below, we will explain rail vehicles using railway cars as a representative example.

[0011] The longitudinal direction (rail direction) of the railway vehicle 100 is defined as the x-axis direction, the lateral direction (sleeper direction or width direction) of the railway vehicle 100 is defined as the y-axis direction, and the vertical direction intersecting the x-axis direction and the y-axis direction is defined as the z-axis direction.

[0012] FIG. 1 is a side view of a railway vehicle. The railway vehicle 100 includes a car body 110 and a pair of bogies 120 that support the vicinity of both ends of the car body 110 in the x-axis direction where passengers and the like board. The car body 110 includes a pedestal frame 111 that forms a floor surface and is supported by the bogies 120, side structures 112 erected at both ends of the pedestal frame 111 in the y-axis direction, gable structures 114 erected at both ends of the pedestal frame 111 in the x-axis direction, and a roof structure 113 placed on the upper ends of the side structures 112 and the gable structures 114.

[0013] The railway vehicle 100 is composed of underfloor equipment such as an air conditioner or a ventilation device (hereinafter, referred to as an air-conditioning and ventilation device) 10, and indoor equipment such as an air-conditioning control device (including a power supply) 50 and a vehicle control device 51, and operates along a track 130 laid on the ground.

[0014] FIG. 2 is a cross-sectional view intersecting the longitudinal direction of the railway vehicle corresponding to the cross-section A-A shown in FIG. 1. The pedestal frame 111 constituting the car body 110 includes a plurality of ducts 1 (collectively referred to as an exhaust duct 210 and a return air duct 211) that connect the air-conditioning and ventilation device 10 and the interior space 11. In the pedestal frame 111, an airtight floor 200 on the bogie side and an upper floor 201 on the car body side are arranged parallel to each other, and a plurality of floor supports 202 are arranged between the upper surface of the airtight floor 200 and the lower surface of the upper floor 201. The ducts 1 are arranged side by side in the y-axis direction and extend along the x-axis direction in a space surrounded by the airtight floor 200, the upper floor 201, and the floor supports 202.

[0015] In this embodiment 1, the base frame 111 comprises an airtight floor 200, a floor support 202 extending in the z-axis direction and positioned on the upper surface of the airtight floor 200, an upper floor support member 203 attached to the upper surface of the floor support 202, and an upper floor 201 supported by the upper floor support member 203. The load that the upper floor 201 receives from above is transmitted to the airtight floor 200 via the upper floor support member 203 and the upper floor 201.

[0016] For example, the floor support 202 is preferably made of metal, and the upper floor support 203 is preferably made of an elastic material such as rubber or resin, and it is preferable that the floor support 202 has a larger Young's modulus than the upper floor support 203. Furthermore, it is preferable that the floor support 202 is integrally molded with the airtight floor 200 or joined by welding, and the upper floor support 203 is fixed to the upper floor 202 by screw fastening or the like. The upper floor support 203 and the floor support 202 are joined by adhesive or other methods.

[0017] Figure 3 is a detailed view of section C shown in Figure 2, and is a cross-sectional view of the floor section of the comparative example. The upper floor 201 is partially cut out, and a return air port 204 connected to the duct 1 is provided in this cutout. In addition, a seat 250 (Figure 2) is provided near the side structure 112, with legs attached to the upper surface of the upper floor 201.

[0018] Figure 4 is a perspective view of the structure of a comparative example focusing on the floor supports 202 and the upper floor 201. The floor supports 202 are installed on the same straight line with respect to the y-axis. As shown in Figure 4, each floor support 202 is a common rectangular plate shape and is arranged at predetermined intervals in the x-axis direction (preferably greater than the x-axis length of the floor support 202). The upper floor support member 203 is a rectangular prism shape with an overall length matching the x-axis length of the floor support 202 and a y-axis width equal to the plate thickness of the floor support 202. Hereinafter, the upper floor support member 203 and the upper floor support member 203 will be considered to constitute the support member 202A.

[0019] Figure 5 is a diagram in which the natural vibration modes of the upper floor are superimposed on Figure 4, showing that in the comparative example structure, the natural vibration mode of the first bending occurs between the floor supports 202.

[0020] Figure 6 is a detailed view of section D shown in Figure 5, and is a perspective view showing the representative structure of the floor section of the comparative example and the natural vibration modes of the upper floor. In this example, the antinodes of the natural vibration modes occur between four adjacent support members 202A.

[0021] Figure 7 is a cross-sectional view of the floor of a comparative example structure corresponding to the cross-section BB shown in Figure 2, intersecting the railway vehicle vertically. In the comparative example structure, the upper floor support members 203 and floor supports 202 (i.e., support members 202A) to which the upper floor support members 203 are attached to the upper edge are arranged at predetermined intervals on the same straight line (aligned) along the x-axis and y-axis directions between the exhaust duct 210, the return air duct 211, the conditioned air duct 212 and the side structure 112. The support members 202A are arranged in four rows, two of which are located at both ends of the airtight floor 200 in the y-axis direction.

[0022] [Embodiment 1] In the following embodiment, the upper floor support member 203 that abuts against the upper floor 201 and the floor support 202, which has the upper end of the upper floor support member 203 attached and the lower end joined to the airtight floor 200, have the same structure as in the comparative example, and in this embodiment as well, the upper floor support member 203 and the floor support 202 constitute the support member 202A. However, the floor support 202 may also be directly abutted against the upper floor 201 to serve as the support member.

[0023] Figure 8 is a cross-sectional view of the floor section intersecting vertically in a railway vehicle according to Embodiment 1, and Figure 9 is a detailed view of section D shown in Figure 5, also relating to Embodiment 1, and shows a representative structure of the floor section. Similar to the comparative example shown in Figure 7, the support members 202A are arranged in four rows (along the x-axis and y-axis directions) at predetermined intervals, but the difference from the structure of the comparative example is the position along the x-axis direction of the upper floor support member 203 and floor support 202 (support member 202A) located between the exhaust duct 210 and the return air duct 211.

[0024] More specifically, in the comparative example shown in Figure 7, the support members 202A are arranged in alignment along the x-axis and y-axis directions. In other words, when four adjacent rows of support members 202A along the y-axis direction are projected along the y-axis direction (assuming duct 1 does not exist, the same applies hereafter), the support members 202A in each row completely overlap.

[0025] In contrast, in Embodiment 1 of Figure 8, the support members 202A in the second and third rows from the left, flanking the exhaust duct 210 in the center of the vehicle body, are arranged in a staggered pattern in the xy plane. Specifically, when the support member 202A in the first row from the left, the support member 202A in the second row from the left, and the support member 202A in the rightmost row are projected in the y-axis direction in Figure 8, the support members 202A in these rows completely overlap with each other, but do not overlap with the support member 202A in the third row from the left.

[0026] In other words, there are two rows of support members 202A arranged at predetermined intervals along the x-axis, and each support member 202A in one of the two adjacent rows along the y-axis (here, the two central rows) is shifted in the x-axis direction relative to each support member 202A in the other row (here, the third row from the left, and so on). Alternatively, when viewing two adjacent rows of support members 202A along the y-axis, each support member 202A in one row is positioned between the x-axis adjacent support members 202A in the other row.

[0027] From a different perspective, when two adjacent rows of support members 202A in the y-axis direction are projected in the y-axis direction, the support members 202A of one row do not overlap with the support members 202A of the other row. Preferably, when the midpoint of the line segment connecting the centers of two pairs of support members 202A adjacent in the x-axis direction in one row is projected in the y-axis direction, that midpoint coincides with the center of the support member 202A of the other row.

[0028] Alternatively, without changing the positions of the support members 202A in the second column from the left, the third column from the left, and the rightmost column, the support member 202A in the first column from the left may be displaced in the x-axis direction so that when projected in the y-axis direction, it overlaps with the support member 202A in the third column from the left.

[0029] In the comparative example structure, as shown in Figure 6, the antinodes of the natural vibration modes of the floor occur between the support members 202A. In contrast, in Embodiment 1, as shown in Figure 9, by positioning the support members 202A of one row on one side at the antinodes in the x-axis direction of the natural vibration modes, the amplitude of the natural vibration modes of the upper floor that occur in the comparative example structure can be suppressed. Consequently, the sound radiated from the upper floor 201 is also reduced, and a reduction in in-vehicle noise can be achieved without increasing the weight of the vehicle.

[0030] Note that any of the columns in which the position of the support members 202A is changed may be used. That is, when the support members 202A in the first column from the left, the support members 202A in the third column from the left, and the support members 202A in the rightmost column are projected in the y-axis direction in Figure 8, the support members 202A in these columns may completely overlap with each other, but may not overlap with the support member 202A in the second column from the left. Alternatively, in the case of Embodiment 1, without changing the positions of the support members 202A in the second column from the left, the support members 202A in the third column from the left, and the support members 202A in the rightmost column, the support member 202A in the first column from the left may be displaced in the x-axis direction so that when projected in the y-axis direction, it overlaps with the support member 202A in the third column from the left. In other words, the above configuration may be applied to the two rows of support members 202A that sandwich the return air duct 211 or the conditioned air duct 212.

[0031] The natural vibration mode of the upper floor 201 changes depending on the support position and stiffness of the upper floor 201. This is because the support position of the upper floor 201 becomes a node in the natural vibration of the upper floor 201. Furthermore, the strength to suppress the vibrational displacement of the upper floor 201 and make the support position a node changes depending on the stiffness of the support. In light of the above findings, in addition to Embodiment 1, in which the two rows of support members 202A shown in Figure 8 are arranged in a staggered pattern, structures such as the comparative example's floor support arrangement where new support members 202A are installed between the floor supports in the x-axis direction to create an asymmetrical floor support arrangement, or structures in which the upper floor support material 203 is partially or completely stiffened (increased rigidity) in the conventional arrangement of support members 202A and in Embodiment 1 described above, can also be considered. It should be noted that simply making the upper floor support material 203 stiffer is not sufficient; it is necessary to strike a balance in stiffness while also considering the effects of solid-borne sound, which is a concern as the support becomes stiffer.

[0032] [Embodiment 2] While Embodiment 1 can sufficiently suppress the x-axis antinodes among the natural vibration modes of the upper floor shown in Figure 6, the vibration suppression effect on the y-axis antinodes may not be sufficient, although it can be expected depending on the stiffness of the upper floor support material 203. In view of this, Embodiment 2, which can further enhance the vibration suppression effect, will be described.

[0033] Figure 10 is a detailed cross-sectional view of the floor portion of Embodiment 2, corresponding to section C shown in Figure 2. Figure 11 is a detailed view corresponding to section D shown in Figure 5, which is also related to Embodiment 2, and shows a representative structure of the floor portion. The difference from Embodiment 1 is that, as shown in Figure 10, a rectangular columnar reinforcing rib 205 extending in the y-axis direction between the support members 202A is fixedly installed spaced apart from the duct 1 on the lower surface of the upper floor 201. When viewed in the x-axis direction, the reinforcing rib 205 preferably extends to the side structures 112 on both sides, relative to two adjacent rows of support members 202A in the y-axis direction, and may extend along the y-axis direction or inclined with respect to the y-axis direction. Furthermore, it is preferable that the reinforcing rib 205 is in contact with at least one of the support members 202A, but it is not required. For example, in a configuration of two rows of support members 202A that are shifted relative to each other in the x-axis direction when viewed in the z-axis direction, two reinforcing ribs 205 may be arranged to connect the center of one row of support members 202A to the centers of the two support members of the other row that are closest to it.

[0034] By installing the reinforcing rib 205, the rigidity against bending around the x-axis can be improved, and the antinode in the y-axis direction among the natural vibration modes of the upper floor can be suppressed. In this embodiment, if there is an exhaust duct 210 or the like between the airtight floor 200 and the upper floor 201, the height of the reinforcing rib 205 in the z-axis direction is restricted. Therefore, it is desirable to use a reinforcing rib 205 that has a cross-sectional shape such as I-shape or hollow rectangular tube, which satisfies the height constraint while increasing the second moment of area.

[0035] In this embodiment, as shown in Figure 11, a reinforcing rib 205 is installed along the y-axis direction in the center between adjacent support members 202A in the x-axis direction. However, the direction and position of installation are not limited to this, and it may be installed at an angle or other angle to match the shape of the natural vibration mode to be suppressed.

[0036] [Embodiment 3] Embodiment 2 involved installing reinforcing ribs 205 on the underside of the upper floor 201. However, depending on the vehicle structure, there may be constraints on the space in the z-axis direction, making it impossible to install ribs with sufficient rigidity. Therefore, Embodiment 3 describes a structure in which reinforcing ribs are installed on the upper surface of the upper floor 201.

[0037] Figure 12 is a cross-sectional view of the floor corresponding to section C shown in Figure 2, relating to Embodiment 3. Figure 13 is a detailed view corresponding to section D shown in Figure 5, relating to Embodiment 3, and shows a representative structure of the floor. In this embodiment, as shown in Figure 12, reinforcing ribs 205 are installed on the upper surface of the upper floor 201 between the legs of the seat 250. The reinforcing rib 205 is a rectangular plate with the x-axis dimension being the plate thickness, the z-axis dimension being the width, and the y-axis dimension being the total length. The width is larger than the thickness (preferably 3 times or more), and the length is longer than the width (preferably 3 times or more). One end of its width is fixed to the airtight floor 200, and both ends of its total length are fixed to the legs of the seat 250.

[0038] As shown in Figure 13, the pair of legs of the seat 250 are arranged parallel to each other along the x-axis, and the reinforcing ribs 205 are provided to extend in the y-axis direction to connect the pair of legs. Preferably, the legs of the seat 250 are positioned shifted in the y-axis direction relative to the support member 202A.

[0039] By providing the reinforcing ribs 205, the rigidity against bending around the x-axis is improved, and the antinodes in the y-axis direction among the natural vibration modes of the upper floor can be suppressed. Furthermore, the structure of Embodiment 3 also improves the rigidity of the legs of the seat 250 against bending around the x-axis, and can also be obtained to suppress lateral vibrations of the seat 250. Note that if the reinforcing ribs 205 are divided, it becomes difficult to obtain the effect of suppressing the natural vibration modes of the upper floor, so it is desirable to install the reinforcing ribs 205 in a position that avoids the return air vents 204.

[0040] Furthermore, in order to suppress the natural vibration modes of the upper floor, the above embodiments 1 to 3 may be applied in combination. That is, reinforcing ribs may be provided on the upper and lower surfaces of the upper floor 201.

[0041] This specification includes disclosures of the following inventions. (First aspect) A rail vehicle having a body with a frame and a bogie that supports the frame, The aforementioned frame is The upper floor located on the vehicle body side, The airtight floor located on the trolley side, It has a plurality of support members arranged in connection with the upper floor and the airtight floor, The support members are arranged in rows at predetermined intervals along the longitudinal direction of the vehicle body. Multiple rows of the support members are arranged along the width direction of the vehicle body. When two rows of support members adjacent in the width direction are viewed in the width direction of the vehicle body, the support members of one row are positioned between the support members of the other row that are adjacent in the longitudinal direction of the vehicle body. A rail vehicle characterized by the following features.

[0042] (Second aspect) In a rail vehicle of the first embodiment, The aforementioned support member is The upper floor support member that abuts against the upper floor, The floor support has the upper end attached to the upper floor support member and the lower end joined to the airtight floor, A rail vehicle characterized by the following features.

[0043] (Third aspect) In the rail vehicle described in the first or second embodiment, When two adjacent rows of support members in the width direction are viewed in the width direction of the vehicle body, the center of the support member in one row coincides with the midpoint of the line segment connecting the centers of adjacent support members in the longitudinal direction of the vehicle body in the other row. A rail vehicle characterized by the following features.

[0044] (Fourth aspect) In a rail vehicle of any of the first to third embodiments, Reinforcing ribs are placed on the lower surface of the upper floor. When the two rows of support members adjacent in the width direction are viewed in the longitudinal direction of the vehicle body, the reinforcing ribs protrude toward the side structure side of the vehicle body relative to the two rows of support members. A rail vehicle characterized by the following features.

[0045] (Fifth aspect) In a rail vehicle of the fourth embodiment, Reinforcing ribs are placed on the upper surface of the aforementioned upper floor. The reinforcing ribs are arranged to connect a pair of legs of a seat that is installed on the upper floor spaced apart in the width direction of the vehicle body. A rail vehicle characterized by the following features.

[0046] (Sixth aspect) In a rail vehicle of the fifth embodiment, The reinforcing rib is a rectangular plate with a thickness equal to the longitudinal dimension of the vehicle body, a width equal to the height dimension of the vehicle body, and a total length equal to the width dimension of the vehicle body. The width is greater than the thickness, and the total length is greater than the width. One end of the width is fixed to the airtight floor, and both ends of the total length are fixed to the legs of the seat. A rail vehicle characterized by the following features. [Explanation of Symbols]

[0047] 1...Duct, 10...Air conditioning and ventilation system, 11...Interior space, 50...Air conditioning control device (including power supply), 51...Vehicle control device, 100...Railway vehicle, 110...Car body, 111...Underframe, 112...Side structure, 113...Roof structure, 114...End structure, 120...Bogie, 130...Track, 200...Airtight floor, 201...Upper floor, 202A...Support member, 202...Floor support, 203...Upper floor support member, 204...Return air vent, 205...Reinforcement rib, 210...Exhaust duct, 211...Return air duct, 212...Conditioned air duct, 250...Seat, 251...Interior panel

Claims

1. A rail vehicle having a body with a frame and a bogie that supports the frame, The aforementioned frame is The upper floor located on the vehicle body side, The airtight floor located on the trolley side, It has a plurality of support members arranged in connection with the upper floor and the airtight floor, The support members are arranged in rows at predetermined intervals along the longitudinal direction of the vehicle body. Multiple rows of the support members are arranged along the width direction of the vehicle body. When two rows of support members adjacent in the width direction are viewed in the width direction of the vehicle body, the support members of one row are positioned between the support members of the other row that are adjacent in the longitudinal direction of the vehicle body. A rail vehicle characterized by the following features.

2. In the rail vehicle described in claim 1, The aforementioned support member is The upper floor support member that abuts against the upper floor, The floor support has the upper end attached to the upper floor support member and the lower end joined to the airtight floor, A rail vehicle characterized by the following features.

3. In the rail vehicle described in claim 1, When two adjacent rows of support members in the width direction are viewed in the width direction of the vehicle body, the center of the support member in one row coincides with the midpoint of the line segment connecting the centers of adjacent support members in the longitudinal direction of the vehicle body in the other row. A rail vehicle characterized by the following features.

4. In the rail vehicle described in claim 1, Reinforcing ribs are placed on the lower surface of the upper floor. When the two rows of support members adjacent in the width direction are viewed in the longitudinal direction of the vehicle body, the reinforcing ribs protrude toward the side structure side of the vehicle body relative to the two rows of support members. A rail vehicle characterized by the following features.

5. In the rail vehicle described in claim 1, Reinforcing ribs are placed on the upper surface of the aforementioned upper floor. The reinforcing ribs are arranged to connect a pair of legs of a seat that is installed on the upper floor spaced apart in the width direction of the vehicle body. A rail vehicle characterized by the following features.

6. In the rail vehicle described in claim 5, The reinforcing rib is a rectangular plate with a thickness equal to the longitudinal dimension of the vehicle body, a width equal to the height dimension of the vehicle body, and a total length equal to the width dimension of the vehicle body. The width is greater than the thickness, and the total length is greater than the width. One end of the width is fixed to the airtight floor, and both ends of the total length are fixed to the legs of the seat. A rail vehicle characterized by the following features.

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