Railway vehicles
Patent Information
- Authority / Receiving Office
- JP · JP
- Patent Type
- Applications
- Current Assignee / Owner
- HITACHI LTD
- Filing Date
- 2024-11-19
- Publication Date
- 2026-05-29
Smart Images
Figure 2026088904000001_ABST
Abstract
Description
Technical Field
[0001] The present invention relates to a structure for reducing the interior noise of railway vehicles. In particular, it targets sound-absorbing materials enclosed inside a double-wall structure such as between the structure and the interior or the core material of the floorboard for the purpose of improving sound insulation, and relates to a structure that achieves both absorption of dimensional tolerances of the railway vehicle structure, reduction of the number of man-hours for enclosing the sound-absorbing material, and reduction of interior noise.
Background Art
[0002] Reducing passenger noise experienced by passengers during train operation is a crucial issue in railway vehicles. Regarding the aforementioned passenger noise, in open sections, the influence from the floor of the passenger compartment is significant, with airborne sound transmitted through airtight floors, floor ducts, and upper floors, solid-borne sound radiated into the passenger compartment via the support structure of the upper floor from vibrations of the bogies, and fan noise from the operation of underfloor air conditioning and other equipment tending to be dominant underfloor inputs in the low-frequency range of around 200-300 Hz. On the other hand, in tunnel sections, these underfloor inputs resonate between the tunnel walls and the vehicle structure, making the overall influence from areas above the floor, such as the waist, luggage racks, side ceilings, and central ceiling, more pronounced. Therefore, to effectively reduce passenger noise in tunnel sections, it is necessary to apply countermeasures uniformly to the entire passenger compartment cross-section from ceiling to floor. One method of reduction is to enclose sound-absorbing material within the double-wall structure between the vehicle structure and interior of the passenger compartment. In this sound-absorbing material encapsulation structure, pre-formed sound-absorbing materials such as porous or fibrous materials are attached to the structure and sealed by interior panels that constitute the passenger compartment surface. In addition to the sound-absorbing material, in areas where solid-borne sound from the structure is prevalent, elastic materials may be applied to the mounting parts between the structure and the interior, or vibration-damping materials may be applied to the interior panels. Since these interior panels are areas that passengers come into contact with, it is necessary to ensure flatness at the joints between adjacent interior panels in order to prevent tripping, falls, and cuts. Therefore, the amount of sound-absorbing material encapsulated on the back of the interior is set in advance, taking into account the installation accuracy and the required man-hours. Furthermore, from the perspective of preventing deflection and rattling noises caused by dynamic loads such as when passengers walk or when loading items, and from the perspective of preventing water and foreign matter from entering the sound-absorbing layer on the back of the interior, it is necessary to consider the material and amount of sound-absorbing material encapsulated between the structure and the interior, the rigidity of the interior panels, and the panel joint structure.
[0003] However, in the sound-absorbing material encapsulation structure described here, if the dimensions of the sound-absorbing layer between the structure and the interior panel (hereinafter referred to as the "embossed thickness") become smaller than the design value depending on the dimensional accuracy of the structure on the sound-absorbing material mounting surface and the interior panel on the pressing surface, it is necessary to improve sound insulation while reducing the outfitting man-hours for the following reasons. Specifically, if the embossed thickness is reduced due to dimensional tolerances, the reduction in the air layer within the double-wall structure reduces the overall sound transmission loss across the frequency band, making it easier for in-vehicle noise to worsen. On the other hand, if the amount of sound-absorbing material to be encapsulated is increased and filled, a reaction force is generated when sealing the sound-absorbing material with the interior panel, corresponding to the contact area between the sound-absorbing material and the interior panel, which significantly worsens the outfitting workability of the interior panel. In particular, in areas where attachment to the roof structure is required, such as the ceiling panel and side ceiling panel, a jig is needed to support the weight of the panel and the mounting reaction force while lifting the interior panel to a high place and fastening it to the roof structure, which increases the load during outfitting work and makes it easier for man-hours to increase.
[0004] Therefore, railway vehicles require a configuration that takes into account both improving sound insulation by sealing sound-absorbing material inside a double wall between the car body and the interior, and reducing the installation time during vehicle manufacturing. [Prior art documents] [Patent Documents]
[0005] [Patent Document 1] Japanese Patent Publication No. 2003-146209 [Overview of the project] [Problems that the invention aims to solve]
[0006] In Patent Document 1, in an upper floor member installed directly above the bogie of a railway vehicle, a sound-insulating plate is placed on the underside of the aforementioned upper floor member, and a sound-absorbing material is placed between the sound-insulating plate and the upper floor, targeting the gap above the bolster where no floor duct is installed. In the prior art, even without installing a floor duct that has a vibration isolation effect, the sound-insulating plate and sound-absorbing material reduce vibration-radiated sound from the bogie and reduce in-vehicle noise, while suppressing the weight increase that would be caused by installing a floor duct.
[0007] However, in the prior art of sound insulation panels and sound-absorbing material placement methods, the sound-absorbing material is uniformly sealed in the space between the sound insulation panel and the upper floor that spans the floor support on the airtight floor. Therefore, if the airtight floor sags due to welding strain during frame manufacturing, causing this space to shrink, the amount of sound-absorbing material that needs to be sealed becomes excessive, making installation difficult. Furthermore, regarding the frequency range at which sound is reduced by the sound insulation panel, since the thickness of the space between the upper floor and the airtight floor does not change before and after installation, it is expected that the reduction effect of installing the sound insulation panel in the relatively high frequency range of 800Hz to 1kHz or higher will be relatively small.
[0008] Therefore, the present invention provides a sound-absorbing material mounting structure that can be sealed between the structural frame and interior or in the core material of the floorboard of a railway vehicle passenger compartment, and that allows for the sealing of sound-absorbing material with fewer steps, even when the dimensional accuracy of the railway vehicle structural frame is not good. [Means for solving the problem]
[0009] A railway vehicle in which sound-absorbing material is enclosed between the car body structure and interior or in the core material of the floorboard, characterized in that the sound-absorbing material is arranged in a sparse-to-dense manner by arranging adjacent fibrous material with a reduced bulk density and thickness to a fibrous material with a compression allowance enclosed in the central part of the sound-absorbing material mounting member. [Effects of the Invention]
[0010] According to the present invention, compared to the case where a sound-absorbing material with a uniform bulk density is compressed and sealed, the compression area of the sound-absorbing material by the pressing member is reduced, and the mounting reaction force during the fabrication of interior panels and upper floors can be reduced.
[0011] Furthermore, by densely compressing the sound-absorbing material into the center of the retaining member, the solidified fibrous material functions as a viscoelastic layer, suppressing in-vehicle noise caused by structural or interior vibrations.
[0012] Therefore, the present invention makes it possible to reduce the amount of work required to install sound-absorbing materials while reducing in-vehicle noise.
[0013] Further details regarding the problems disclosed in this application, and their solutions, will be made clear in the section on embodiments for carrying out the invention and in the drawings. [Brief explanation of the drawing]
[0014] [Figure 1] This is a schematic diagram of a side view of a railway vehicle related to the embodiment. [Figure 2] This is a cross-sectional view of a passenger compartment that intersects in the longitudinal direction (A-A section in Figure 1), and is a schematic diagram showing the layered state between the structural elements and interior of the passenger compartment. [Figure 3] This is an enlarged view of the section between the roof structure and the central ceiling panel in the longitudinally intersecting passenger compartment section (section A-A in Figure 1), and shows the configuration of the density arrangement of sound-absorbing materials in the central ceiling section for a railway vehicle with attic equipment as in Example 1. [Figure 4] Figure 3 shows a derivative example of the density-sparse arrangement of sound-absorbing material in the central ceiling area, and is a schematic diagram illustrating the configuration of the density-sparse arrangement of sound-absorbing material in the central ceiling area where there are no fittings such as attic equipment. [Figure 5] This is an enlarged view of the roof structure, side structure, side ceiling panel, and luggage rack section of the passenger compartment cross-section (A-A section in Figure 1) intersecting in the longitudinal direction, and is a schematic diagram showing the configuration of the density arrangement of sound-absorbing material in the side ceiling and the back of the luggage rack in Embodiment 2. [Figure 6] This is an enlarged view of the side structure-waist panel / baseboard section of a cross-sectional view of a guest room (A-A section in Figure 1) intersecting in the longitudinal direction, and is a schematic diagram showing the configuration of the density arrangement of sound-absorbing material in the waist panel and baseboard section of Embodiment 3. [Figure 7]It is an enlarged view of the side beam, airtight floor - floor duct part of the cross-sectional view of the passenger compartment intersecting the longitudinal direction (cross-sectional view A - A in FIG. 1), and is a schematic view showing the configuration of the dense and sparse arrangement of sound-absorbing materials in the floor duct and the upper floor part of Example 4. [Figure 8] It is an enlarged view of the side beam, airtight floor - floor duct part directly above the bogie in the cross-sectional view of the passenger compartment intersecting the longitudinal direction (cross-sectional view B - B in FIG. 1), and is a schematic view showing the configuration of the dense and sparse arrangement of sound-absorbing materials in the floor duct and the upper floor part of Example 5. [Figure 9] It is an enlarged view of the upper floor part of the cross-sectional view of the passenger compartment intersecting the longitudinal direction (cross-sectional views A - A and B - B in FIG. 1), and is a schematic view showing the configuration of the dense and sparse arrangement of sound-absorbing materials enclosed in the upper floor core material of Example 6. [Figure 10] It is a schematic view showing the details of the sound-absorbing material arrangement between the structures - interior panels or enclosed in the upper floor core material of Examples 1 to 6. [Figure 11] It is a derivative example of the sound-absorbing material arrangement between the structures - interior panels or enclosed in the upper floor core material of Examples 1 to 6, and is a schematic view showing the details when the cross-sectional shape of the sound-absorbing material to be compressed is convex.
Mode for Carrying Out the Invention
[0015] Hereinafter, several examples of the present invention will be described with reference to the drawings. In the following description, the rail direction and longitudinal direction of the railway vehicle (hereinafter, also simply referred to as the vehicle) according to each example and modification of the present invention are the x direction, the sleeper direction and width direction are the y direction, and the height direction and vertical direction are the z direction. Hereinafter, it may be simply referred to as the x direction, y direction, and z direction.
Example
[0016] Example 1 of the present invention will be described with reference to FIGS. 1 to 4.
[0017] FIG. 1 is a side view of a general railway vehicle 1. The definitions of each direction in this railway vehicle 1 are as described above.
[0018] Figure 2 is a cross-sectional view of the passenger compartment (section A-A in Figure 1) of the railway vehicle 1 intersecting the longitudinal direction x. The railway vehicle 1 consists of a frame 10 that forms the floor of the vehicle 1, side structures 20 joined to both ends of the frame 10 in the y direction, a roof structure 40 joined to the upper surface in the z direction, and end structures 30 joined to the ends of the frame 10 in the x direction. The side structures 20 are provided with openings for windows 22 and entrances 24, with the windows 22 arranged along the x direction of the passenger compartment and the entrances 24 located at both ends of the railway vehicle 1 in the x direction. Both ends of the frame 10 in the x direction are connected to bogies that support the vehicle body and roll on the track 3, and when the vehicle 1 is running, the tensile force in the x direction is transmitted to the central beam 28, which is a structural member, via a central pin 29, which is one of the vehicle body support devices. Furthermore, large underfloor equipment such as a main converter (not shown) that controls the power supply for the main motor that drives the wheelsets of the bogie, and an air conditioning unit 70 are suspended from the underside of the frame 10.
[0019] An airtight floor 11 is installed on the upper surface of the underframe 10 of this railway vehicle 1 to ensure airtightness inside the vehicle. Rib structures such as floor supports 13 and floor joists are added to or integrally molded on the upper surface of the airtight floor 11, securing space for the installation of floor ducts 66 that connect the air conditioning unit 70 to the passenger compartment and exchange conditioned air and exhaust air, while fixing and supporting the upper floor 12. Vibration-damping rubber (not shown) may be bonded and attached between the airtight floor 11 and the upper floor 12, and by elastically supporting the upper floor 12 with respect to the airtight floor 11 and underframe 10, it helps to reduce solid-borne sound transmitted from below the floor. The upper surface of the upper floor 12 serves as the passenger compartment space, and floor coverings (not shown) and seats 14 are fixed to it. Regarding the interior of the passenger compartment side, a baseboard 65 is connected to the upper floor 12. Between the baseboard 65 and the luggage rack 63, a waist panel 64 is installed via the window section 22 and the window-below table 68. A side ceiling panel 62, which will be the contact surface for passenger luggage, is attached to the top of the luggage rack 63 and is connected to the central ceiling panel 61 via an interior panel mounting bracket 67. In a typical interior panel, the ends of the plate material (not shown) that makes up the front and back surfaces of the panel are attached to the interior panel mounting bracket 67, which is the fastening point to the structure. In addition, depending on the load, the outer edge and the center of the plate material of such an interior panel may be provided with an opening for internal framework or equipment inspection.
[0020] Figure 3 is a cross-sectional view of a roof including a central ceiling panel 61 according to Embodiment 1 of the present invention. In Figure 3, in the roof cross-section shown in Figure 2, attic equipment 60 such as cables and piping for large equipment or passenger lighting fixtures, and skylights are arranged between the roof structure 40 and the central ceiling panel 61, and a sound-absorbing material density-sparse arrangement unit 50 is applied to the central ceiling panel 61. First, the application locations of the sound-absorbing material (51, 52) to the central ceiling panel 61 of the present invention in the z-y plane will be explained. In a typical central ceiling panel 61, sound-absorbing material (equal density encapsulation) 52 is attached to the gap thickness between the attic equipment 60 and the roof structure 40 (shown as gap thickness 83 in Figures 10 to 11, which will be described later; the same applies hereinafter). In contrast, in Embodiment 1 of the present invention, the sound-absorbing material (equal density encapsulation) 52 on both sides of the attic equipment 60 is replaced with a sound-absorbing material density-sparse arrangement unit 50. As shown in Figure 3 as an example, the direction and range in which the sound-absorbing material density-sparse arrangement unit 50 is used may be changed according to the surface density of the central ceiling panel 61 to be damped and the position of the antinodes of the natural vibration modes. In the case of the central ceiling of a typical railway vehicle 1, the type of interior panel (central ceiling panel 61) (combination of constituent members such as board material, core material, edge material frame, etc., surface density, and presence or absence of damping material) is predetermined along the x direction, and by increasing or decreasing the surface density in accordance with the magnitude of vibration input to the structure from outside the vehicle, both weight reduction of the vehicle 1 and reduction of transmitted sound according to the mass law can be achieved. On the other hand, regarding the damping mechanism of the sound-absorbing material density-sparse arrangement unit 50, the fibrous material of the sound-absorbing material (to be compressed) 51, which is compressed and sealed by the interior panel to be damped, behaves as a viscoelastic layer by solidifying, and by coupling with the elastic vibration modes generated in the panel, a damping effect in the low frequency band can be obtained. Compared to the case where sound-absorbing material (equal weight encapsulation) 52 is uniformly encapsulated, as in a typical passenger compartment cross-section, in addition to the vibration damping effect, the flow resistance of the sound-absorbing material (51, 52) increases. Furthermore, due to the reaction force from the sound-absorbing material 51 during compression encapsulation, deflection occurs when the panel bending rigidity is low. As a result, the apparent thickness increases in certain areas, which improves the overall sound insulation performance across a wider frequency range than the effect of increased mass of the sound-absorbing material (51, 52) (mass law).Furthermore, compared to the case where the sound-absorbing material (to be compressed) 51 is uniformly compressed and sealed, in the present invention, the compression area is reduced by also using the sound-absorbing material (same-size sealed) 52, thereby reducing the mounting reaction force generated during compression and sealing, and thus reducing the number of installation steps.
[0021] Figure 4 shows a derivative example of Embodiment 1 of the present invention, in which the attic equipment 60 between the roof structure 40 and the central ceiling panel 61 in the roof cross-section shown in Figure 3 is eliminated, and the sound-absorbing material density-sparse arrangement unit 50 is applied to the entire surface of the central ceiling panel 61. In this roof cross-section, compared to the sound-absorbing material arrangement structure when the attic equipment 60 is present in Figure 3, by arranging the sound-absorbing material density-sparse arrangement unit 50 in the central part of the central ceiling panel 61, a vibration damping effect can be obtained against low-frequency elastic vibration modes with the central part of the central ceiling panel 61 as the antinode. [Examples]
[0022] Example 2 will be explained with reference to Figure 5. Figure 5 is a cross-sectional view of a passenger compartment including a side ceiling panel 62 and a luggage rack 63 according to Example 2 of the present invention. Figure 5 shows a configuration in which a sound-absorbing material density-sparse arrangement unit 50 is applied to a location in the passenger compartment cross-section shown in Figure 2 where the thickness of the interior panel mounting brackets 67 is continuously changed between the side ceiling panel 62 and the window upper part of the waist panel 64 behind the luggage rack 63. In this passenger compartment cross-section, sound-absorbing material (compression target) 51 having a compression allowance (shown as compression allowance 82 in Figures 10 to 11 described later; the same applies hereinafter) corresponding to the thickness of each part is provided near the joint between the side structure 20 and the roof structure 40 and behind the luggage rack 63, and sound-absorbing material (equal-size enclosed) 52 is enclosed between these sound-absorbing material (compression target) 51 so as to be equal to or less than the thickness of the interior. Due to the vibration damping effect of the sound-absorbing material (to be compressed) 51, the sound radiated from the front of the luggage rack 63 can be effectively suppressed when the train is traveling through a tunnel. With respect to the side ceiling panels 62, in order to facilitate the loading of passenger luggage, the thickness of the base of the luggage rack 63, which is the contact surface with the loaded luggage, is set to be relatively small. On the other hand, the area around the interior panel mounting bracket 67 on the central ceiling panel 61 side is the joint (under the eaves / shoulder) between the roof structure 40 and the side structure 20, and since this is an area where a bending radius is applied from the perspective of the strength and rigidity of the structure, the thickness of the panel tends to be set to be relatively large.
[0023] Based on the trends in the thickness of each section described above, this configuration allows for improved sound insulation by applying the sound-absorbing material (compression target) 51 near the central ceiling panel 61, where the thickness is relatively large, compared to applying the sound-absorbing material (equal weight filling) 52 uniformly. Furthermore, in areas where the thickness between these areas and the luggage rack 63 is relatively small, applying the sound-absorbing material (equal weight filling) 52 can suppress the reaction force generated when installing the interior panels. [Examples]
[0024] Example 3 will be described with reference to Figure 6. Figure 6 is a side cross-sectional view including the waist panel 64 and baseboard 65 according to Example 3 of the present invention. Figure 6 shows a configuration in which a sound-absorbing material density-sparse arrangement unit 50 is applied to the area between the window-bottom table 68, baseboard 65, and airtight floor 11 of the waist panel 64, which has a continuously changing thickness, as shown in the side cross-section of Figure 2. Generally, since the waist panel 64 is in close proximity to the knees, waist, elbows, etc. when a passenger is seated, the thickness of the side structure 20-waist panel 64 below the window is sometimes set to be relatively small in order to improve livability. In the side cross-sectional view, sound-absorbing material (compression target) 51 is provided with a compression allowance corresponding to the thickness of each part, targeting the area directly below the window-bottom table 68 where the thickness is relatively small, the interior panel mounting bracket 67 near the baseboard 65, and the upper part of the airtight floor 11. Sound-absorbing material (equal-size enclosed) 52 is then enclosed between these sound-absorbing material (compression target) 51 so as to be equal to or less than the thickness of the material.
[0025] With this configuration, by applying sound-absorbing material (compressible) 51 to the area around the baseboard 65, where the thickness is relatively large, and the upper part of the airtight floor 11, as well as the area directly below the window sill table 68, which occupies a relatively large proportion of the side cross-section, sound insulation can be improved compared to when sound-absorbing material (equal weight filling) 52 is applied uniformly. Furthermore, in areas where the thickness of the material between these areas changes abruptly, applying sound-absorbing material (equal weight filling) 52 can suppress the reaction force generated when installing the interior panel. In addition, vibration damping material may be locally placed on the back surface of the panel, targeting the crater portion of the waist panel 64. [Examples]
[0026] Example 4 will be described with reference to Figure 7. Figure 7 is a cross-sectional view of the floor structure including the airtight floor 11 and the floor duct 66 in the central part of the vehicle body (section A-A in Figure 1) according to Example 4 of the present invention. Figure 7 shows a configuration in which the sound-absorbing material density-sparse arrangement unit 50 is applied to the thickness between the airtight floor 11 and the floor duct 66 in the floor structure cross-section shown in Figure 2.
[0027] With this configuration, when installing the relatively low-rigidity floor duct 66, if the airtight floor 11 deflects due to welding strain during the assembly of the frame 10, and the resulting thickness becomes narrower than the design value, applying sound-absorbing material (equal density) 52 to a portion of the structure suppresses the reaction force generated when installing the interior panel, while applying sound-absorbing material (compression target) 51 to the lower surface of the floor duct 66 and the upper surface between the floor supports 13 of the airtight floor 11 effectively suppresses the elastic vibration generated in the panel compared to when sound-absorbing material (equal density) 52 is applied uniformly, thereby achieving vibration damping. [Examples]
[0028] Example 5 will be described with reference to Figure 8. Figure 8 is a cross-sectional view of a floor structure including a central pin 29, a central beam 28, an airtight floor 11, and a floor duct 66 in the area directly above the trolley (section B-B in Figure 1) according to Example 5 of the present invention. Figure 8 shows a configuration in which a sound-absorbing material density-sparse arrangement unit 50 is applied to the stacked thickness between the airtight floor 11 and the upper floor 12 and the floor duct 66 that support the space between the central beams 28 directly above the central pin 29. In this cross-sectional view of the floor structure, a sound-absorbing material (to be compressed) 51 with a compressible portion is provided between the airtight floor 11 and the upper floor 12 that support the space between the central beams 28 directly above the central pin 29, and a sound-absorbing material (equal-size enclosed) 52 is enclosed in the area adjacent to the sound-absorbing material (to be compressed) 51 on the lower surface of the airtight floor 11 and the floor duct 66 so as to be equal to or less than the stacked thickness.
[0029] With this configuration, when installing the relatively low rigidity floor duct 66, if deflection occurs in the airtight floor 11 due to welding strain during the assembly of the frame 10, and the resulting thickness becomes narrower than the design value, applying sound-absorbing material (equal weight filling) 52 to the underside of the floor duct 66 suppresses the reaction force generated when installing the interior panel, while applying sound-absorbing material (compression target) 51 directly above the center pin 29 effectively reduces both solid-borne sound and transmitted sound from the bogie compared to when the sound-absorbing material (equal weight filling) 52 is applied uniformly. [Examples]
[0030] Embodiment 6 will be described with reference to Figure 9. Figure 9 is a cross-sectional view of the upper floor 12 used in the central part of the vehicle body or directly above the bogie (section A-A or section B-B in Figure 1) according to Embodiment 6 of the present invention. The upper floor 12 consists of a backing plate 18 on the structural vibration side and a fronting plate 17 on the interior response side, an upper floor edge material 15 that fastens and supports the backing plate 18 and the fronting plate 17 while suppressing deflection due to dynamic load when passengers walk, and a core material that is filled between the backing plate 18, the fronting plate 17 and the upper floor edge material 15. In the upper floor 12 of the present invention, a sound-absorbing material density-sparse arrangement unit 50 is applied to the thickness between the upper surface of the backing plate 18 and the lower surface of the fronting plate 17. In the cross-sectional view of the upper floor 12, a sound-absorbing material (to be compressed) 51 having a compression allowance is placed in the center between the upper surface of the backing board 18 and the lower surface of the front board 17, and a sound-absorbing material (equal-size enclosed) 52 is enclosed between the sound-absorbing material (to be compressed) 51 and the upper floor edge material 15 so as to be equal to or less than the thickness of the structure.
[0031] With this configuration, by partially applying the sound-absorbing material (equal density) 52, compared to the case where the sound-absorbing material (compression target) 51 is applied uniformly, the reaction force generated during the fabrication and installation of the upper floor 12 and the deflection of the surface plate 17 are suppressed, thereby ensuring the flatness of the passenger compartment floor surface. Furthermore, by applying the sound-absorbing material (compression target) 51 to the central part of the surface plate, compared to the case where the sound-absorbing material (equal density) 52 is applied uniformly, both solid-borne sound and transmitted sound from the airtight floor 11 can be effectively reduced.
[0032] Finally, using Figures 10 and 11, a detailed example of the assembly structure of the sound-absorbing material density-sparse arrangement unit 50, which is applied to the above-described examples 1 to 6, will be explained.
[0033] Figure 10 is a generalized diagram illustrating the assembly method of the sound-absorbing material density-sparse arrangement unit 50 applicable to Examples 1 to 6. This sound-absorbing material density-sparse arrangement unit 50 consists of a sound-absorbing material fixing member (structure vibration side) 80 and a sound-absorbing material pressing member (interior response side) 81. The sound-absorbing material fixing member (structure vibration side) 80 is configured such that the sound-absorbing material density-sparse arrangement unit 50 is fixed between the interior panel mounting bracket 67 and the upper floor edge material 15 with adhesive or the like, targeting the set thickness 83 defined between the structure of each part and the back plate 18 of the upper floor 12. The sound-absorbing material (to be compressed) 51 of this sound-absorbing material density-sparse arrangement unit 50 has a compression allowance 82 in addition to the set thickness 83 mentioned above. In response to this, the sound-absorbing material retaining member (interior response side) 81 fastens and supports the interior panels and the surface plates 17 of the upper floor 12 of each part with the interior panel mounting bracket 67 and the upper floor edge material 15, while compressing the compression allowance 82 until the set thickness 83. As shown in Figure 10, the sound-absorbing material (equal-size encapsulation) 52 is, for example, encapsulated between the sound-absorbing material (to be compressed) 51 and the interior panel mounting bracket 67 and upper floor edge material 15. However, if the thickness 83 of the target encapsulation structure changes continuously (see Figures 5 and 6) or if there are areas where the excitation input is significantly larger (see Figure 8), the order of each sound-absorbing material (51, 52) may be changed, the sound-absorbing material (equal-size encapsulation) 52 may be omitted and set as a relief area when the compression allowance 82 is compressed, or the sound-absorbing materials (51, 52) encapsulated between the interior panel mounting bracket 67 and upper floor edge material 15 may be alternately rearranged so that the sound-absorbing material (equal-size encapsulation) 52 is positioned in the center of the interior panel (see Figures 5 and 6), or each may be positioned locally (see Figure 8).
[0034] Figure 11 is a derivative example of Figure 10 and relates to a sound-absorbing material encapsulation structure applicable to Examples 1 to 6. It is a generalized diagram of the assembly method when the sound-absorbing material density-sparse arrangement unit 50 is replaced with a single convex sound-absorbing material (to be compressed) 53. The following explanation will focus on the differences between Figure 11 and Figure 10. The convex sound-absorbing material (to be compressed) 53 shown in Figure 11 has a compression allowance 82 in the center that changes continuously with respect to the base thickness 83, and when encapsulating the sound-absorbing material, the compression allowance 82 is compressed by the faceplate of the sound-absorbing material retaining member (interior response side) 81 while encapsulating. By using such a convex sound-absorbing material (to be compressed) 53, the types of sound-absorbing materials used can be reduced compared to the sound-absorbing material density-sparse arrangement unit 50 in Figure 10, thereby reducing manufacturing costs and installation man-hours. Furthermore, when using fibrous sound-absorbing materials, the compression allowance 82 changes due to the deflection caused by its own weight in accordance with the direction of gravity when attaching it to the sound-absorbing material fixing member (structure vibration side) 80. Therefore, even without using a convex sound-absorbing material (compression target) 53 molded to the cross-sectional shape shown in Figure 11, it is possible to set a compression allowance 82 that changes continuously due to deflection by its own weight by attaching the sound-absorbing material (compression target) 51 alone.
[0035] Furthermore, the airtight floor 11 used in the present invention may be a single-skin structure using aluminum extruded profiles aimed at reducing the weight of the vehicle body 1, or it may be a double-skin structure which has a greater transmission loss than the aforementioned airtight floor structure and is advantageous for reducing in-vehicle noise. In addition, vibration-damping rubber may be applied between the floor joists and the upper floor 12 to suppress solid-borne sound from below the floor. Furthermore, in the sound-absorbing material density arrangement unit 50, pre-molded sound-absorbing materials such as porous materials and foam materials, and vibration-damping materials such as rubber may be used in combination depending on the mounting reaction force when installing the interior. Hereinafter, for the upper floor edge material 15 that constitutes the upper floor 12, and the interior panel mounting brackets 67 of the central ceiling panel 61, side ceiling panel 62, luggage rack 63, waist panel 64, baseboard 65, and floor support 13, dynamic vibration absorbers that can be built into the channel material constituting each member may be installed in addition to the sound-absorbing material density arrangement unit 50 of the present invention.
[0036] This specification includes disclosures of the following inventions.
[0037] (First form) A first embodiment of the present invention is A railway vehicle 1 in which sound-absorbing materials (51, 52) are sealed between the car body structure and interior or in the floorboard core material, characterized in that the sound-absorbing materials (51, 52) are arranged in a sparse-to-sparse arrangement by arranging adjacent fibrous material (sound-absorbing material 52) with a reduced bulk density and thickness to a fibrous material (sound-absorbing material 51) which has a compression allowance 82 sealed in the central part of the sound-absorbing material mounting member (80, 81).
[0038] In other words, the first embodiment of the present invention is In the sound-absorbing material (51, 52) to be sealed between the car body and interior or in the floorboard core of the railway vehicle 1, a fibrous material (sound-absorbing material 51) with a compression allowance 82 is sealed in the central part of the sound-absorbing material mounting member (80, 81), and the bulk density of the adjacent fibrous material (sound-absorbing material 52) is made sparser and the thickness is reduced relative to the fibrous material (sound-absorbing material 51) sealed in the central part, resulting in a sparse-to-dense arrangement.
[0039] (Second form) A second embodiment of the present invention is, In a sound-absorbing material encapsulation structure having a sparse-to-dense arrangement of the first form, the sound-absorbing materials (51, 52) are encapsulated between a sound-absorbing material fixing member 80 on the structure vibration side and a sound-absorbing material retaining member 81 on the interior response side, and the sound-absorbing material fixing member 80 and the sound-absorbing material retaining member 81 are fastened together via an interior panel mounting bracket 67 or an upper floor edge material 15 (which constitutes the upper floor 12), and the sound-absorbing materials (51, 52) having such a sparse-to-dense arrangement are arranged in parallel between the interior panel mounting bracket 67 or the upper floor edge material 15, and the compression allowance 82 of the sound-absorbing material 51 to be compressed by the sound-absorbing material retaining member 81 is compressed to a set thickness 83, and the sound-absorbing material 52 adjacent to the sound-absorbing material 51 to be compressed is encapsulated with a sound-absorbing material height equal to the set thickness 83, characterized in that the sound-absorbing material is encapsulated at the same ratio as the set thickness 83.
[0040] (Third form) A third embodiment of the present invention is In a second form of sound-absorbing material encapsulation structure having a densely spaced arrangement, the cross-section of the sound-absorbing material 53 arranged in parallel between the interior panel mounting bracket 67 or the upper floor edge material 15 is convex, and the compression allowance 82 by the sound-absorbing material retaining member 81 is characterized in that the compression allowance 82 is small at the ends of the interior panel mounting bracket 67 or the upper floor edge material 15, and is maximum at the center of the sound-absorbing material 53, thus the compression allowance 82 changes steplessly.
[0041] (Fourth form) A fourth embodiment of the present invention is: The railway vehicle 1 is characterized in that, for a sound-absorbing material enclosure structure having a density arrangement of the first to third forms, the compression allowance 82 of the sound-absorbing material to be compressed (51 / 53) is set to approximately 1 to 3 times the thickness 83 of the enclosure.
[0042] (Fifth form) A fifth embodiment of the present invention is: The railway vehicle 1 is characterized in that, with respect to the sound-absorbing material (51 / 53, 52) sealed between the roof structure 40 and the central ceiling panel 61 of the vehicle body, a sound-absorbing material sealing structure having a density arrangement of the first to fourth forms is applied to the thickness 83 between the mounting brackets (interior panel mounting brackets 67) of the central ceiling panel 61.
[0043] (Sixth form) A sixth embodiment of the present invention is: The railway vehicle 1 is characterized in that, with respect to the fifth form of sound-absorbing material (51 / 53, 52) sealed between the roof structure 40 and the central ceiling panel 61 of the vehicle body, when the attic equipment 60 is installed along the entire length of the rail in the central part in the sleeper direction between the roof structure 40 and the central ceiling panel 61, a sound-absorbing material sealing structure having a dense arrangement of the first to fourth forms is applied to the thickness 83 between the mounting bracket (interior panel mounting bracket 67) of the central ceiling panel 61 and the attic equipment 60.
[0044] (Seventh form) A seventh embodiment of the present invention is: The railway vehicle 1 is characterized in that, with respect to the sound-absorbing material (51 / 53, 52) sealed between the roof structure 40 and side structure 20 of the vehicle body and the back of the side ceiling panel 62 and luggage rack 63, sound-absorbing material (51 / 53) having a compression allowance 82 corresponding to the thickness 83 of each part is arranged near the joint between the side structure 20 and the roof structure 40 and behind the luggage rack 63, targeting the area where the thickness 83 changes continuously between the mounting bracket (interior panel mounting bracket 67) of the side ceiling panel 62 and the mounting bracket (interior panel mounting bracket 67) above the window of the waist panel 64, and sound-absorbing material (51 / 53) having a compression allowance 82 corresponding to the thickness 83 of each part is arranged near the joint between the side structure 20 and the roof structure 40 and behind the luggage rack 63, and sound-absorbing material 52 is sealed between the sound-absorbing material (51 / 53) that is subject to compression so that it is equal to or less than the thickness 83, thereby having a density arrangement of the first to fourth forms.
[0045] (Eighth form) An eighth embodiment of the present invention is, The railway vehicle 1 is characterized in that, with respect to the sound-absorbing material (51 / 53, 52) sealed between the side structure 20 of the vehicle body and the waist panel 64 and baseboard 65, the sound-absorbing material (51 / 53, 52) is arranged in areas where the thickness 83 changes continuously between the window-below table 68 of the waist panel 64 and the mounting bracket (interior panel mounting bracket 67) of the baseboard 65 and the airtight floor 11, with sound-absorbing material (51 / 53) having a compression allowance 82 corresponding to the thickness 83 of each part, in areas where the thickness 83 is relatively small directly below the window-below table 68, near the mounting bracket (interior panel mounting bracket 67) of the baseboard 65, and above the airtight floor 11, and sound-absorbing material (51 / 53) having a compression allowance 82 corresponding to the thickness 83 of each part is sealed between the sound-absorbing material (51 / 53) that is subject to compression so that the amount of sound-absorbing material 52 is equal to or less than the thickness 83, thereby having a density arrangement of the first to fourth forms.
[0046] (Ninth form) A ninth embodiment of the present invention is: The railway vehicle 1 is characterized in that, with respect to the sound-absorbing material (51 / 53, 52) sealed between the side beam 26 of the vehicle body and the airtight floor 11 and the floor duct 66, a sound-absorbing material (51 / 53) having a compression allowance 82 is placed in the center of the lower surface of the floor duct 66, targeting the set thickness 83 between the upper surface of the airtight floor 11 and the lower surface of the floor duct 66, and sound-absorbing material 52 is sealed between the sound-absorbing material (51 / 53) to be compressed and the floor support 13 so as to be equal to or less than the set thickness 83, thereby having a density arrangement of the first to fourth forms.
[0047] (Tenth form) A tenth embodiment of the present invention is: The railway vehicle 1 is characterized in that, with respect to the sound-absorbing material (51 / 53, 52) sealed between the central beam 28, airtight floor 11, floor duct 66, and upper floor 12 directly above the bogie of the vehicle body, when there is no floor duct 66 on the lower surface of the upper floor 12 directly above the central pin 29, sound-absorbing material (51 / 53) having a compression allowance 82 is provided on the lower surface of the upper floor 12, targeting the stacked thickness 83 between the upper surface of the airtight floor 11 and the floor duct 66 and the lower surface of the upper floor 12, and sound-absorbing material 52 is sealed between the lower surface of the floor duct 66 adjacent to the sound-absorbing material (51 / 53) to be compressed and the floor support 13 so as to be equal to or less than the stacked thickness 83, thereby having a density arrangement of the first to fourth forms.
[0048] (11th form) An eleventh embodiment of the present invention is, The railway vehicle 1 is characterized in that, with respect to the sound-absorbing material (51 / 53, 52) that is sealed as a core material between the structural vibration side back plate 18 and the interior response side front plate 17 that constitute the upper floor 12 of the vehicle body, a sound-absorbing material (51 / 53) having a compression allowance 82 is placed in the center of the upper surface of the back plate 18, targeting the set thickness 83 between the upper surface of the back plate 18 and the lower surface of the front plate 17, and sound-absorbing material 52 is sealed between the sound-absorbing material (51 / 53) to be compressed and the upper floor edge material 15 so as to be equal to or less than the set thickness 83, thereby having a density arrangement of the first to fourth forms.
[0049] It should be noted that the present invention is not limited to the embodiments described above, and can be implemented using any components without departing from the spirit of the invention.
[0050] The above embodiments are merely examples, and the present invention is not limited to these contents as long as the features of the invention are not impaired. Further, although various embodiments have been described above, the present invention is not limited to these contents, and not all of these contents are essential for the solution means of the present invention. Other aspects conceivable within the scope of the technical idea of the present invention are also included in the scope of the present invention.
Explanation of Reference Numerals
[0051] 1... railway vehicle, 10... underframe, 11... airtight floor, 12... upper floor, 13... floor support, 14... chair, 15... upper floor edge member, 17... front panel, 18... back panel, 20... side structure, 22... window part, 24... entrance / exit, 26... side beam, 27... cross beam, 28... center beam, 29... center pin, 30... gable structure, 40... roof structure, 50... sound-absorbing material dense / loose arrangement unit, 51... sound-absorbing material (to be compressed), 52... sound-absorbing material (encapsulated at equal magnification), 53... convex sound-absorbing material (to be compressed), 60... roof interior equipment, 61... ceiling panel, 62... side ceiling panel, 64... waist panel, 65... sill, 66... underfloor duct, 67... interior panel mounting bracket, 68... window sill table, 70... air conditioner, 80... sound-absorbing material fixing side member (structure vibration side), 81... sound-absorbing material pressing member (interior response side), 82... compression allowance, 83... height, 90... track, x... longitudinal (rail) direction, y... width (sleeper) direction, z... height direction
Claims
1. A railway vehicle in which sound-absorbing material is enclosed between the car body structure and interior or in the floorboard core material, characterized in that the sound-absorbing material is arranged in a sparse-to-dense manner by arranging adjacent fibrous material with a reduced bulk density and thickness to a fibrous material with a compression allowance enclosed in the central part of the sound-absorbing material mounting member.
2. The railway vehicle according to claim 1, characterized in that, in the sound-absorbing material encapsulation structure having the aforementioned density arrangement, the sound-absorbing material is encapsulated between a sound-absorbing material fixing member on the structure vibration side and a sound-absorbing material retaining member on the interior response side, the sound-absorbing material fixing member and the sound-absorbing material retaining member are fastened together via an interior panel mounting bracket or an upper floor edge member, the sound-absorbing material having such density arrangement is arranged in parallel between the interior panel mounting bracket or the upper floor edge member, the compression allowance of the sound-absorbing material to be compressed by the sound-absorbing material retaining member is compressed to the set thickness, and the sound-absorbing material adjacent to the sound-absorbing material to be compressed is encapsulated with a height equal to the set thickness.
3. The railway vehicle according to claim 2, wherein the sound-absorbing material encapsulation structure having the aforementioned dense and sparse arrangement has a convex cross shape in which the cross-section of the sound-absorbing material arranged in parallel between the interior panel mounting bracket or the upper floor edge material is convex, and the compression allowance by the sound-absorbing material retaining member changes steplessly such that the compression allowance is small at the ends of the interior panel mounting bracket or the upper floor edge material and is maximum at the center of the sound-absorbing material.
4. A railway vehicle according to any one of claims 1 to 3, characterized in that, in the sound-absorbing material encapsulation structure having the aforementioned density arrangement, the compression allowance of the sound-absorbing material to be compressed is set to approximately 1:1 to 3:1 times the thickness of the encapsulated material.
5. The railway vehicle according to any one of claims 1 to 4, characterized in that, with respect to the sound-absorbing material sealed between the roof structure and the central ceiling panel of the vehicle body, the sound-absorbing material sealing structure having the density of the central ceiling panel mounting brackets is applied to the thickness of the space between the central ceiling panel mounting brackets.
6. The railway vehicle according to claim 5, characterized in that, with respect to the sound-absorbing material sealed between the roof structure and the central ceiling panel of the vehicle body, when roof equipment is installed along the entire length of the rail in the central part in the sleeper direction between the roof structure and the central ceiling panel, the sound-absorbing material sealing structure having the density of the above-mentioned density is applied to the thickness between the mounting bracket of the central ceiling panel and the roof equipment.
7. The railway vehicle according to any one of claims 1 to 4, characterized in that, with respect to the sound-absorbing material sealed between the roof structure / side structure and the back of the side ceiling panel / luggage rack of the vehicle body, sound-absorbing material having a compression allowance corresponding to the thickness of each part is provided near the joint between the side structure and the roof structure and behind the luggage rack, targeting the area where the thickness of the structure changes continuously between the mounting bracket of the side ceiling panel and the mounting bracket above the window of the waist panel, and the space between the sound-absorbing material to be compressed is sealed so as to be equal to or less of the thickness of the structure, thereby having the aforementioned dense and sparse arrangement.
8. The railway vehicle according to any one of claims 1 to 4, characterized in that, with respect to the sound-absorbing material sealed between the side structure of the vehicle body and the waist panel / baseboard, the sound-absorbing material having a compression allowance corresponding to the thickness of each part is provided in the area where the thickness of the waist panel changes continuously between the window-below table and the baseboard mounting bracket and the airtight floor, in the area where the thickness of the waist panel is relatively small directly below the window-below table, near the baseboard mounting bracket and on the airtight floor, and the space between the sound-absorbing materials to be compressed is sealed so that the space is equal to or less than the thickness of the waist panel, thereby having the aforementioned dense and sparse arrangement.
9. A railway vehicle according to any one of claims 1 to 4, characterized in that, with respect to the sound-absorbing material sealed between the side beams of the vehicle body and the airtight floor and the floor duct, a sound-absorbing material having a compression allowance is provided in the center of the lower surface of the floor duct, with respect to the thickness between the upper surface of the airtight floor and the lower surface of the floor duct, and the sound-absorbing material is sealed between the sound-absorbing material to be compressed and the floor support such that the density is equal to or less than the thickness, thereby having the aforementioned density arrangement.
10. A railway vehicle according to any one of claims 1 to 4, characterized in that, with respect to the sound-absorbing material sealed between the central beam, airtight floor, floor duct, and upper floor directly above the bogie of the vehicle body, when there is no floor duct on the underside of the upper floor directly above the central pin, a sound-absorbing material having a compression allowance is provided on the underside of the upper floor, with respect to the thickness between the upper surface of the airtight floor, the floor duct, and the underside of the upper floor, and the sound-absorbing material is sealed between the underside of the floor duct adjacent to the sound-absorbing material to be compressed and the floor support such that the density is equal to or less than the thickness, thereby having the aforementioned density arrangement.
11. A railway vehicle according to any one of claims 1 to 4, characterized in that, with respect to the sound-absorbing material sealed as a core material between the back plate on the structural vibration side and the front plate on the interior response side that constitute the upper floor of the vehicle body, a sound-absorbing material having a compression allowance is provided in the center of the upper surface of the back plate, with respect to the set thickness between the upper surface of the back plate and the lower surface of the front plate, and the space between the sound-absorbing material to be compressed and the upper floor edge material is sealed with sound-absorbing material so that it is equal to or less than the set thickness, thereby having the aforementioned dense and sparse arrangement.