KR101753489B1

KR101753489B1 - a floor object for railway cars

Info

Publication number: KR101753489B1
Application number: KR1020150160184A
Authority: KR
Inventors: 기호철; 이재준
Original assignee: 현대로템 주식회사; 신일화학 주식회사
Priority date: 2015-11-16
Filing date: 2015-11-16
Publication date: 2017-07-04
Also published as: KR20170057482A

Abstract

The present invention relates to a bottom body for a railway vehicle, and more particularly, to a bottom body for a railway vehicle, in particular, by forming an obstacle layer that minimizes the energy of a sound wave between a top surface and a keystone plate, a local resonance (distribution capacity, inductance Thereby generating a quiet and pleasant riding feeling. [0003] The present invention relates to a railway car body, The structure of the bottom body of a railroad car is made of stainless steel so as to have a trapezoidal cross section A keystone plate having a plurality of concavities and convexities formed therein; An intermediate layer formed of a mixture of lightweight aggregate formed on the keystone plate and formed of 75 wt% to 85 wt%, epoxy formed of 8 wt% to 12 wt%, and urethane formed of 7 wt% to 13 wt% ; And is formed by mixing the cement, the natural rubber resin and the artificial lightweight aggregate.

Description

A floor object for railway cars}

The present invention relates to a bottom body for a railway vehicle, and more particularly, to a bottom body for a railway vehicle, in particular, by forming an obstacle layer that minimizes the energy of a sound wave between a top surface and a keystone plate, a local resonance (distribution capacity, inductance Thereby generating a quiet and pleasant riding feeling. [0003] The present invention relates to a railway car body,

Generally, in order to minimize the noise and vibration generated from the lower portion of the railway car to the inside of the upper part of the railway car keystone plate, a bottom body composed of upper and middle parts is formed by different materials.

On the other hand, the bottom body of a railway vehicle such as an electric railway which is mainly used as a commuter type has a sufficient strength to withstand a very large load applied to the floor for the transportation of a large number of passengers, Failure to shut off the external vibration or noise since it is influxed is the main reason for decreasing ride comfort and quietness.

Accordingly, there has been a demand for a body that can mitigate noise and vibration generated in the lower portion of a railway vehicle such as a train, which is used mainly by commuters, and various body materials have been proposed in accordance therewith.

However, conventional bottom bodies for railway vehicles are frequently operated in underground sections (tunnels) rather than open spaces, so that they can not remove (block) noise and vibration generated from various devices installed in the lower part of the railway vehicle including the rolling sound, And there is a problem that the passengers are uncomfortable and fatigued.

In addition, since noise and vibration are introduced into the passenger compartment, communication with a co-worker or a passenger next to the passenger is difficult due to difficulty in conversation, and thus there is a problem in that it is uncomfortable to other passengers and maintenance of a comfortable indoor environment is difficult .

In particular, a conventional bottom body for a railway vehicle has a structure in which a resonance circuit is formed by local resonance (distribution of capacitance, inductance, and the like of a coil or wiring) generated in a specific frequency band at the time of traveling to resonance at a certain frequency A phenomenon in which the amplitude of the vibration system becomes largest when the frequency of the forced vibration power is equal to the resonance frequency of the vibration system is called resonance).

Published Patent No. 10-2014-0099553

SUMMARY OF THE INVENTION Accordingly, the present invention has been made keeping in mind the above problems occurring in the prior art, and it is therefore an object of the present invention to provide a railway vehicle which minimizes or prevents external noises and vibrations, Thereby providing a comfortable cabin environment.

According to an aspect of the present invention, there is provided a bottom body for a railway vehicle, comprising: a keystone plate having a plurality of concavities and convexities of a trapezoidal cross section so as to withstand a load of a passenger using stainless steel; An intermediate layer formed of a mixture of lightweight aggregate formed on the keystone plate and formed of 75 wt% to 85 wt%, epoxy formed of 8 wt% to 12 wt%, and urethane formed of 7 wt% to 13 wt% ; And is formed by mixing the cement, the natural rubber resin and the artificial lightweight aggregate.

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As described above, the present invention has the effect of improving the ride comfort by improving the noise and vibration isolation efficiency by eliminating the local resonance phenomenon occurring in a specific frequency band when the railway vehicle is running, and providing a quiet and pleasant room environment.

In addition, since the performance of blocking external noise and vibration introduced into the floor of a railway vehicle is greatly improved compared to the conventional art, conversation can be performed with a quiet voice, thereby preventing inconvenience and discomfort to other people.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic sectional view of a bottom body for a railway vehicle according to a preferred embodiment of the present invention. FIG.
Fig. 2 is a view showing the coupling state of Fig. 1. Fig.
3 is a view showing a state of use of a bottom body for a railway vehicle according to a preferred embodiment of the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, preferred embodiments of a bottom body for a railway vehicle according to the present invention will be described in more detail with reference to the accompanying drawings.

Hereinafter, elements having the same function in all the following drawings will be denoted by the same reference numerals, and repetitive description will be omitted. Further, the following terms are defined in consideration of functions in the present invention, Should be interpreted as.

1 to 3, the present invention is generally divided into a keystone plate 110, a middle layer 120, and a top layer 130.

The keystone plate 110 is a base bottom of a railway vehicle. The keystone plate 110 is formed of stainless steel so as to have a roughly trapezoidal cross-section uneven portion 111 for enduring the load of the passenger, 111 are applied to the upper surface of the intermediate layer 120 so that the bond layer 112 forms a certain thickness for smooth and firm adhesion with the intermediate layer 120.

Since the keystone plate 110 having such a structure is formed of stainless steel which is improved in structural strength and is resistant to corrosion due to the uneven portion 111, it is possible to prevent corrosion due to rainwater or moisture generated from the lower portion, have.

The intermediate layer 120 is adhesively formed on the bond layer 112 of the keystone plate 110 and is formed of a mixture of lightweight aggregate and epoxy and urethane.

The lightweight aggregate is preferably at least one lightweight aggregate selected from the group consisting of artificial lightweight aggregate, shale, volcanic ash, vermiculite and perlite, and is preferably formed to 75 wt% to 85 wt% Do.

That is, when the content of the lightweight aggregate is 75% by weight or less, the intermediate thickness is reduced due to the reduction in volume, the strength is weak, the possibility of cracking is high, and the durability may be deteriorated.

If the content of the lightweight aggregate is 85 wt% or more, the strength is increased but the volume and weight are increased to increase the energy consumption when the railway vehicle is operated.

The epoxy is a type of plastic having abundant weather resistance and corrosion resistance and flexibility and is preferably formed to be 8 wt% to 12 wt% so as to form a strong adhesive force by mixing with the lightweight aggregate.

That is, when the content of the epoxy is 8 wt% or less, the adhesive strength is lowered and the strength is weakened, so that the lightweight aggregate may be broken and the durability may be lowered.

If the epoxy content is 12 wt% or more, the adhesive strength is increased but the weight and cost are increased, which is not preferable.

The Urethane may be formed of any one of a foamed polyurethane and a non-foamed polyurethane. The Urethane may be mixed with the lightweight aggregate and epoxy to block vibration and noise generated from the lower portion of the keystone plate 110 And 7% by weight to 13% by weight.

That is, when the urethane content is 7 wt% or less, the sound insulation effect may be lowered.

If the content of the urethane is 13 wt% or more, a creep occurs, which is not preferable.

The upper layer 130 is a mixture of cement, a natural rubber resin and an artificial lightweight aggregate, which is laminated on the intermediate layer 120. The natural rubber resin not only plays a role of an adhesive for bonding cement, It also plays a role of giving.

The artificial lightweight aggregate may include at least one lightweight aggregate selected from the group consisting of lightweight aggregate and shale, volcanic ash, vermiculite, and perlite.

Portland cement or grout cement may be used as the cement.

The intermediate layer 120 and the upper layer 130 having the above-described structure are relatively light, excellent in heat insulation, sound insulation, and insulation, and at the same time, have improved vibration damping performance. Thus, local resonance occurring in a specific frequency band local resonance can be minimized or eliminated.

In addition, the bottom according to the present invention has the same or better results than the numerical values of the transmission loss even when no soundproof coating is applied to the bottom of the existing keystone plate, and further excellent transmission loss can be expected when applying the additional soundproof coating.

On the upper surface of the upper layer 130, the bottom layer 140 is adhered using a predetermined adhesive as a layer forming a bottom surface directly facing the passenger. The bottom layer 140 may be made of a synthetic rubber having buffer properties.

The operation state of the present invention having the above-described structure will now be described.

As shown in FIGS. 1 to 3, railway vehicles such as railway trains mainly used as commuting types frequently travel underground sections (tunnels, etc.) rather than open spaces, so that noise is generated in the lower apparatuses including the electric tones.

At this time, external noise and vibration are absorbed or remarkably attenuated while passing through the intermediate layer 120 and the upper layer 130 sequentially.

That is, the middle layer 120 primarily absorbs and blocks external vibration and noise to attenuate (a phenomenon in which a part of the waves or particles pass through a material to be absorbed or scattered, thereby reducing the number of energy or particles). .

Subsequently, external vibration and noise, which are completely absorbed through the intermediate layer 120, are absorbed and blocked while passing through the upper layer 130, thereby attenuating the secondary vibration.

Accordingly, by minimizing or eliminating the local resonance occurring in a specific frequency band when the railway vehicle is running, the sound insulation performance can be reduced by 5 dB or more as compared with the conventional art.

That is, in the present invention, the noise reference value in the open field is 78 dB and the tunnel reference value is 83 dB, but the measurement results are 70 to 72 dB in the open field and 72 to 73 dB in the tunnel.

Accordingly, the performance of the bottom body 100 absorbing external noise and vibration introduced into the floor of the railway vehicle is greatly improved, so that the concentration of the driver driving the railway vehicle is improved, The ride feeling can be remarkably improved.

In addition, it improves the heat insulation performance by the outside air generated from the outside of the railway car and blocks noise inflow, and the upper surface of the flatness supporting layer absorbs the load of the passenger evenly while supporting the bottom surface of the bottom plate, Improvement can be achieved.

It will be apparent to those skilled in the art that various modifications and variations can be made in the present invention without departing from the spirit or scope of the invention. And will be apparent to those skilled in the art to which the invention pertains.

100: bottom body for rolling stock 110: keystone plate
111: concavo-convex portion 112: bond layer
120: intermediate layer 130: upper layer
140: bottom layer

Claims

In a bottom body for a railway vehicle,
Stainless steel is used to support the load of passengers in the trapezoidal section A keystone plate having a plurality of concavities and convexities formed therein;
An intermediate layer formed of a mixture of lightweight aggregate formed on the keystone plate and formed of 75 wt% to 85 wt%, epoxy formed of 8 wt% to 12 wt%, and urethane formed of 7 wt% to 13 wt% ;
And a top layer formed by mixing the cement, the natural rubber resin and the artificial lightweight aggregate laminated on the intermediate layer.

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