GB2545971A - Interior panel and railway vehicle including interior panel - Google Patents
Interior panel and railway vehicle including interior panel Download PDFInfo
- Publication number
- GB2545971A GB2545971A GB1618821.1A GB201618821A GB2545971A GB 2545971 A GB2545971 A GB 2545971A GB 201618821 A GB201618821 A GB 201618821A GB 2545971 A GB2545971 A GB 2545971A
- Authority
- GB
- United Kingdom
- Prior art keywords
- ceiling panel
- sound absorbing
- panel
- absorbing pipe
- end portion
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
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- 238000000638 solvent extraction Methods 0.000 claims abstract description 9
- 238000004519 manufacturing process Methods 0.000 description 8
- 239000002245 particle Substances 0.000 description 7
- 238000009826 distribution Methods 0.000 description 5
- 230000000694 effects Effects 0.000 description 4
- 239000011358 absorbing material Substances 0.000 description 2
- 239000011810 insulating material Substances 0.000 description 2
- 230000001902 propagating effect Effects 0.000 description 2
- 230000005540 biological transmission Effects 0.000 description 1
- 238000009413 insulation Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 230000000750 progressive effect Effects 0.000 description 1
- 230000001373 regressive effect Effects 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
- 230000001502 supplementing effect Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D17/00—Construction details of vehicle bodies
- B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
- B61D17/18—Internal lining, e.g. insulating
- B61D17/185—Internal lining, e.g. insulating for sound insulating
Landscapes
- Engineering & Computer Science (AREA)
- Life Sciences & Earth Sciences (AREA)
- Wood Science & Technology (AREA)
- Mechanical Engineering (AREA)
- Soundproofing, Sound Blocking, And Sound Damping (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The interior panel (fig.1,40) has a tubular sound absorbing pipe 66 with a closed an open end, the panel is attached to the inside of a railway vehicle structure body (fig.1,2) having an underframe (fig.1,10), a roof structure body (fig.1,30) and a side structure body (fig.1,20). The sound absorbing pipe 66 may be formed between overlapping portions of a center ceiling panel 50 and a side ceiling panel 60 with a vertical piece 62 extending downward from the side ceiling panel, forming the closed end, and a mesh cover 55 provided on the open end; a lighting device 81 may be provided, with an opening 63 provided in the vertical piece to allow light into the inside of the railway vehicle (fig.1,8); a partitioning piece (fig.4,64) may be provided orthogonal to the vertical piece. A second, smaller, sound absorbing pipe (fig.5,67), may be formed by a division plate (fig.5,68) on the side ceiling panel. Alternatively, the sound absorbing pipe 66 may be formed on an end portion of the center ceiling panel 50 having a vertical piece (fig.6,52) with a top plate (fig.6,51) extending in the width direction 110, with the partitioning piece (fig.4,64) then provided on the center ceiling panel. A sound absorbing pipe may also be formed as part of a side panel (fig.8,65) provided on the side structure body.
Description
DESCRIPTION
Title of the Invention: INTERIOR PANEL AND RAILWAY VEHICLE INCLUDING INTERIOR PANEL
Technical Field
The present invention relates to an interior panel provided inside a railway vehicle structure body and a railway vehicle including this interior panel, and, in particular, the interior panel includes a sound absorbing mechanism capable of reducing a level of a specific frequency of in-vehicle sound in the railway vehicle.
Background Art
In a high-speed railway vehicle (hereinafter, railway vehicle) typified by Shinkansen (registered trademark), in-vehicle sound in a passenger room tends to be increased in accordance with increase in speed.
The in-vehicle sound is an element to determine comfort, and therefore various countermeasures to reduce noise have been conventionally taken.
In-vehicle sound produced at the time of running at a high speed is roughly classified into sound in a high-frequency region and sound in a low-frequency region, and it is possible to prevent sound in the high-frequency region from coming into the inside of a vehicle from the outside of the vehicle by improving a sound insulation property of a railway vehicle structure body.
Meanwhile, sound in the low-frequency region is transmitted through the railway vehicle structure body, and therefore it is difficult to prevent sound in the low-frequency region from coming into the inside of the vehicle from the outside of the vehicle. Thus, sound in the low-frequency region that has flowed into the inside of the railway vehicle is reduced (sound is absorbed) by providing a sound absorbing mechanism (including a sound absorbing material) or the like in the inside of the vehicle. PTL 1 (JP-A-2006-219061) discloses a technique capable of reducing a sound pressure (absorbing sound) in a frequency band corresponding to a natural frequency of a side branch by preparing the side branch that resonates at the natural frequency to be reduced and providing the side branch so that an open end of the side branch positions in the interior of the vehicle. PTL 1 (JP-A-2006-219061) further discloses that an effect of reducing the sound pressure can be improved the most by placing the open end of the side branch in the vicinity of a position serving as a node of the sound pressure (antinode of particle velocity) in the interior of the vehicle.
Summary of Invention Technical Problem(s)
In the case where the side branch disclosed in PTL 1 (JP-A-2006-219061) is provided in a railway vehicle, in order to reduce weight and a manufacturing cost, it is desirable to provide a sound absorbing mechanism capable of reducing energy of in-vehicle sound in a low-frequency region by using components provided inside the railway vehicle .
In view of this, an object of the invention is to provide an interior panel and a railway vehicle including this interior panel capable of reducing the weight and manufacturing costs thereof and reducing in-vehicle sound in a low-frequency region.
Solution to Problem(s)
In order to achieve the above object, an interior panel according to the invention is attached to inside of a railway vehicle structure body including an underframe, a roof structure body, and a side structure bod, wherein the interior panel includes a tubular sound absorbing pipe in which one end portion is closed and the other end portion is open.
Advantageous Effects of Invention
According to the invention, it is possible to provide an interior panel and a railway vehicle including this interior panel capable of reducing the weight and manufacturing costs thereof and reducing in-vehicle sound in a low-frequency band.
Brief Description of Drawings
Fig. 1 illustrates an example of a cross-sectional view taken along the line across a longitudinal direction of a railway vehicle.
Fig. 2 illustrates an example of sound pressure distribution of an acoustic standing wave generated in a passenger room of a railway vehicle.
Fig. 3 is a partial cross-sectional view (A part in Fig. 1) of the railway vehicle provided with an interior panel including a sound absorbing pipe for absorbing sound having a specific frequency.
Fig. 4 is a D-D cross-sectional view of a structure of the interior panel illustrated in Fig. 3.
Fig. 5 is a partial cross-sectional view (A part in Fig. 1) of the railway vehicle provided with another interior panel including a sound absorbing pipe for absorbing sound having a specific frequency.
Fig. 6 is a partial cross-sectional view (A part in Fig. 1) of the railway vehicle provided with still another interior panel including a sound absorbing pipe for absorbing sound having a specific frequency.
Fig. 7 is a partial cross-sectional view (A part in Fig. 1) of the railway vehicle provided with still another interior panel including a sound absorbing pipe for absorbing sound having a specific frequency.
Fig. 8 is a partial cross-sectional view (B part in Fig. 1) of the railway vehicle provided with still another interior panel including a sound absorbing pipe for absorbing sound having a specific frequency.
Description of Embodiments
Hereinafter, an interior panel and a railway vehicle including the interior panel according to the invention will be described with reference to the drawings. First, directions for use in description will be defined.
The directions are a longitudinal direction (rail direction) 100 of the railway vehicle, a width direction (railroad tie direction) 110 of the railway vehicle, and a height direction 120 of the railway vehicle. Hereinafter, the directions will be abbreviated as the longitudinal direction 100, the width direction 110, and the height direction 120.
Fig. 1 illustrates an example of a cross-sectional view taken along the line across a longitudinal direction of a railway vehicle. A railway vehicle structure body 2 of a railway vehicle 1 includes an underframe 10 forming a floor surface, side structure bodies 20 erected on both end portions of the underframe 10 in the width direction 110, end structure bodies (not shown) provided on both end portions of the underframe 10 in the longitudinal direction 100, and a roof structure body 30 placed on the end portions of the side structure bodies 20 and the end structure bodies in the height direction 120.
The railway vehicle 1 mainly includes the railway vehicle structure body 2 and bogies 5 for running along a track, the bogies 5 being provided under both end portions of the underframe 10 forming the railway vehicle structure body 2 in the longitudinal direction 100.
An interior panel 40 including a center ceiling panel 50 and a side ceiling panel 60 is provided on the in-vehicle side of the roof structure body 30 forming the railway vehicle 1 (railway vehicle structure body). A side panel 65 and a baggage rack 14 are provided on the in-vehicle side of the side structure body 20, and seats 12 and the like are placed on a floorboard provided on the underframe 10.
Fig. 2 illustrates an example of sound pressure distribution of an acoustic standing wave (example of 200 Hz in a low-frequency band) generated in a passenger room of a railway vehicle.
In-vehicle sound observed inside the railway vehicle 1 illustrated in Fig. 1 is solid-borne sound and air-borne sound. Solid-borne sound is sound radiated toward the inside of the vehicle by propagating vibration of the bogies 5 and the like through a part that connects the bogie 5 and the railway vehicle structure body 2 and transmitting the vibration to the railway vehicle structure body 2 to cause the interior panel 40 and the like of the railway vehicle 1 to vibrate.
Meanwhile, air-borne sound is sound transmitted through each portion of the railway vehicle 1 to be transmitted to the inside of the vehicle, which is caused by rolling sound generated when wheels provided in the bogies 5 roll on the track, aerodynamic sound around the vehicle body, or the like serving as an input source.
As to solid-borne sound and air-borne sound that have entered inside of the vehicle once, waves (progressive wave and regressive wave) of sound isotropically propagating at the same amplitude and wavelength interfere with each other during repeated reflection thereof on a surface of the interior panel on the inside of the vehicle, and therefore a combined wave thereof becomes an acoustic standing wave that does not travel.
As illustrated in Fig. 2, a point (part) at which an amplitude of a sound pressure of the acoustic standing wave is the smallest is referred to as "node", and a point (part) at which the amplitude thereof is the largest is referred to as "antinode". Positions of an antinode and a node of the sound pressure distribution of the acoustic standing wave and positions of an antinode and a node of distribution of a particle velocity of air are opposite to each other. In other words, the position of the node of the sound pressure distribution corresponds to the position of the antinode at which the particle velocity of the air is the largest. A position close to the interior panel surface of the railway vehicle 1 serves as the node of the sound pressure, and a position apart from the interior panel surface by a quarter wavelength is a position of the antinode of the particle velocity. When a sound absorbing material or an open end of a sound absorbing pipe 66 included in the interior panel 40 described below is placed in this antinode part in which the amplitude of the particle velocity is the largest, it is possible to effectively reduce in-vehicle sound.
Nodes of the sound pressure (antinodes of the particle velocity) of the acoustic standing wave having 200 Hz that greatly contributes to a magnitude of an in-vehicle sound level are observed, for example, between the center of a ceiling portion and both end portions thereof in the width direction 110 (on a surface of the side ceiling panel 60 extending in the height direction 120 from a tip portion of the baggage rack) , on a surface of the side panel 65 under a window portion 22, and on a surface of an upper floor 16 under the seats 12 (see Fig. 1 and Fig. 2).
Fig. 3 is a partial cross-sectional view (A part in Fig. 1) of the railway vehicle provided with an interior panel including a sound absorbing pipe for absorbing sound having a specific frequency, and Fig. 4 is a D-D cross-sectional view of a structure of the interior panel illustrated in Fig. 3. A heat insulating material 70 for preventing heat from entering the inside of the vehicle and exiting from the inside thereof is provided on a surface on the in-vehicle side of the roof structure body 30 forming the railway vehicle structure body 2, and the center ceiling panel 50 and the side ceiling panel 60 covering a part from an end portion of the center ceiling panel 50 in the width direction 110 to a connection portion of the roof structure body 30 and the side structure body 20 are provided below the center C of the roof structure body 30 in the width direction 110 so as to fasten the heat insulating material 70.
The side ceiling panel 60 has a vertical piece 62 extending downward and partitioning pieces 64 (see Fig. 4) extending in the width direction 110 at an end portion thereof in the width direction 110 (potion overlapped with the center ceiling panel 50), and the center ceiling panel 50 is provided to be overlapped in a direction from a part below the side ceiling panel 60 including the vertical piece 62 and the partitioning pieces 64 toward the height direction 120.
In a part in which the side ceiling panel 60 and the center ceiling panel 50 are overlapped with each other, the sound absorbing pipe 66, which is configured by a part of the side ceiling panel 60, the vertical piece 62, the partitioning pieces 64, and a part of the center ceiling panel 50 and has a depth dimension W1 in the width direction 110, is formed.
As shown in Fig. 3, one end portion of the sound absorbing pipe 66 in the width direction 110 (close to the center of the railway vehicle 1 in the width direction 110) is closed, and the other end portion of the sound absorbing pipe 66 in the width direction 110 (close to an end portion of the railway vehicle 1 in the width direction 110) is open (open end portion 69).
At this time, this opened open end portion 69 may have a mesh cover 55 or the like in order to maintain a design property.
The sound absorbing pipe 66 in which one end is closed and the other is open has a property that, when a sound wave having a wavelength that is four times as much as a dimension thereof in an axial direction is incident on the sound absorbing pipe 66, re-radiates an antiphase sound wave of the sound wave to cancel the incident sound wave and absorb sound.
For example, in order to absorb sound having 200 Hz (1/s), the dimension W1 of the sound absorbing pipe 66 may be set to 0.43 (m) (340(m/s)+200(1/s))/4). A plurality of sound absorbing pipes 66 can be formed by overlapping the end portions of the side ceiling panel 60 in the width direction 110 with the end portions of the center ceiling panel 50 in the width direction 110. Therefore, it is possible to provide the interior panel 40 capable of reducing in-vehicle sound in a low-frequency region without increasing the weight or a manufacturing cost thereof, and it is also possible to provide the railway vehicle 1 including the interior panel 40.
The sound absorbing pipe 66 is configured by a part surrounded by the side ceiling panel 60, the vertical piece 62, the partitioning pieces 64, and the center ceiling panel 50, and therefore it is unnecessary to include another component such as a pipe member. Thus, it is possible to reduce in-vehicle sound without reducing a space inside the vehicle or increasing the number of components .
Further, the side ceiling panel 60 has a configuration in which the center ceiling panel 50 positions at the end portion thereof in the width direction 110 so as to be overlapped in a direction from the below toward the height direction 120, and therefore the center ceiling panel 50 is lowered downward by a height dimension HI of the sound absorbing pipe 66.
The center C of the railway vehicle 1 in the width direction 110, in which the center ceiling panel 50 is provided, is a part of HI in which a height dimension inside the vehicle (dimension from an upper surface of the upper floor 16 to a lower surface of the ceiling panel) is the largest. Therefore, even in the case where the center ceiling panel 50 is lowered downward by the dimension HI, it is possible to prevent a passenger and the like from having a feeling of pressure because of reduction in the height dimension inside the vehicle and to form a comfortable vehicle inside space.
Such an effect of preventing a feeling of pressure can be similarly obtained also in examples illustrated in Fig. 5 to Fig. 7 described below.
Fig. 5 is a partial cross-sectional view (A part in Fig. 1) of the railway vehicle provided with another interior panel including a sound absorbing pipe for absorbing sound having a specific frequency.
Herein, description of a configuration similar to the configuration illustrated in Fig. 3 and Fig. 4 will be omitted, and a characteristic of the interior panel illustrated in Fig. 5 will be described in detail.
In the configuration illustrated in Fig. 5, a double sound absorbing pipe (second sound absorbing pipe) 67 is formed in the sound absorbing pipe (first sound absorbing pipe) 66 formed at a part at which the side ceiling panel 60 and the center ceiling panel 50 are overlapped with each other by providing a division plate 68 to the side ceiling panel 60. A dimension W2 of the sound absorbing pipe 67 in the width direction 110 is set to be smaller than the dimension Wl of the sound absorbing pipe 66 in the width direction 110, and therefore it is possible to absorb sound having a higher frequency with the use of the sound absorbing pipe 67 in addition to the case where the sound absorbing pipe 66 is set. In other words, it is possible to absorb sound pressures in a plurality of frequency bands of in-vehicle sound.
Therefore, in the interior panel having the configuration illustrated in Fig. 5 and a railway vehicle including the interior panel, it is possible to provide an interior panel and a railway vehicle including the panel capable of reducing in-vehicle sound in a low-frequency region without increasing the weight or manufacturing cost described with reference to Fig. 3 and Fig. 4.
Further, such a railway vehicle including the interior panel can reduce in-vehicle sound without reducing a vehicle inside space or increasing the number of components .
Fig. 6 is a partial cross-sectional view (A part in Fig. 1) of the railway vehicle provided with still another interior panel including a sound absorbing pipe for absorbing sound having a specific frequency.
Herein, description of configurations similar to the configurations illustrated in Fig. 3 to Fig. 5 will be omitted, and a characteristic of the interior panel illustrated in Fig. 6 will be described in detail.
The configuration illustrated in Fig. 6 is an example of the railway vehicle 1 including the center ceiling panel 50 integrally formed with the sound absorbing pipe 66 by providing a top plate 51, a vertical piece 52, and a partitioning piece (not shown) orthogonal to the vertical piece 52 at the end portion in the width direction 110 and the side ceiling panel 60 whose end portion in the width direction 110 is overlapped with the center ceiling panel 50.
Because the sound absorbing pipe 66 is integrally provided with the center ceiling panel 50, there is no fitting portion when the center ceiling panel 50 and the side ceiling panel 60 are formed, and therefore it is possible to form the interior panel 40 on the railway vehicle structure body 2 with a comparatively small number of man-hours .
Note that, although Fig. 6 illustrates an example where the sound absorbing pipe 66 is integrally provided with the center ceiling panel 50, the sound absorbing pipe 66 may be integrally provided with the side ceiling panel 60, and a similar effect can be obtained.
In the interior panel illustrated in Fig. 6 and a railway vehicle including the interior panel, it is possible to provide an interior panel and a railway vehicle including the panel capable of reducing in-vehicle sound in a low-frequency region without increasing the weight or manufacturing cost described with reference to Fig. 3 and Fig. 4, and it is also possible to reduce in-vehicle sound without reducing a vehicle inside space or increasing the number of components.
Fig. 7 is a partial cross-sectional view (A part in Fig. 1) of the railway vehicle provided with still another interior panel including a sound absorbing pipe for absorbing sound having a specific frequency.
Herein, description of configurations similar to the configurations illustrated in Fig. 3 to Fig. 6 will be omitted, and a characteristic of the interior panel illustrated in Fig. 7 will be described in detail.
The interior panel illustrated in Fig. 7 includes a lighting device 80 and forms indirect lighting that radiates a part of or the whole beams of light radiated from a light source 81 of the lighting device 80 toward the inside of the vehicle through the sound absorbing pipe 66.
At this time, the lighting device 80 is provided at the end portion of the side ceiling panel 60 in the width direction 110 (close to the center C of the vehicle body) above the center ceiling panel 50.
The lighting device 80 is constituted of a part of the center ceiling panel 50, the vertical piece 62 of the side ceiling panel 60, a case 82 provided over the center ceiling panel 50 and the side ceiling panel 60, and the light source 81 included therein.
The side ceiling panel 60 and the center ceiling panel 50 including the lighting device 80 are integrally assembled by outwork before the side ceiling panel 60 and the center ceiling panel 50 are fixed to the railway vehicle structure body 2.
Further, light radiated from the light source 81 (see the reference sign 84 in Fig. 7) passes through the inside of the sound absorbing pipe 66 via an opening portion 63 provided in the vertical piece 62 and is then indirectly radiated (indirect lighting) through the open end portion 69 of the sound absorbing pipe 66 to the inside of the vehicle .
Although Fig. 7 illustrates an example where the lighting device 80 is provided over the side ceiling panel 60 and the center ceiling panel 50, the lighting device 80 may be provided to be attached only to the vertical piece 62 (side ceiling panel 60), or the lighting device 80 may be provided to be attached only to the center ceiling panel 50.
At this time, in the case where the lighting device 80 is provided to be attached only to the center ceiling panel 50, light radiated from the light source 81 only needs to be led to the sound absorbing pipe 66 through an opening portion (not illustrated) provided in the case 82 via the opening portion 63 provided in the vertical piece 62 .
As an example illustrated in Fig. 7, a transmission plate (not illustrated) through which light radiated from the light source 81 is transmitted is provided in the opening portion 63 provided in the vertical piece 62 and forms the sound absorbing pipe 66 in which one end portion is open (open end portion 69) and the other end portion is closed.
Further, direct lighting for supplementing indirect lighting may be formed by providing, as necessary, an opening portion 53 in a part of the center ceiling panel 50 forming the lighting device 80, the part being close to the light source 81.
The interior panel illustrated in Fig. 7 does not need to newly include a shade for indirect lighting because indirect lighting is realized by using the sound absorbing pipe 66. Therefore, it is possible to provide an interior panel and a railway vehicle including the panel capable of reducing in-vehicle sound in a low-frequency region and capable of introducing indirect lighting without increasing the weight or manufacturing costs thereof.
Fig. 8 is a partial cross-sectional view (B part in Fig. 1) of the railway vehicle provided with still another interior panel including a sound absorbing pipe for absorbing sound having a specific frequency.
Herein, description of configurations similar to the configurations illustrated in Fig. 3 to Fig. 7 will be omitted, and a characteristic of the interior panel illustrated in Fig. 8 will be described in detail.
The interior panel illustrated in Fig. 8 is not a panel attached to the roof structure body 30 as illustrated in Fig. 3 to Fig. 7 but is the side panel 65 provided on the in-vehicle side of the side structure body 20.
As illustrated in Fig. 2, a node of a sound pressure (antinode of particle velocity) of an acoustic standing wave is observed on the surface of the side panel 65 between a part below the window portion 22 provided in the side structure body 20 and the upper floor 16.
In the case of the interior panel illustrated in Fig. 8, the side panel 65 includes the sound absorbing pipe 66 directed downward in the height direction 120, and the open end portion 69 of the sound absorbing pipe 66 is provided on the side close to the upper floor 16 illustrated in Fig. 1.
Because the sound absorbing pipe 66 is provided in the side panel 65 as described above, it is possible to provide an interior panel and a railway vehicle including the panel capable of reducing in-vehicle sound in a low-frequency region without increasing the weight or manufacturing costs thereof.
The above examples have been described in detail to easily understand the invention, and therefore the invention is not necessarily limited to the examples having all the configurations described above.
Further, a part of a configuration of a certain example can be replaced with a configuration of another example, and a configuration of another example can be added to a configuration of a certain example.
Furthermore, another configuration can be added to, removed from, or replaced with a part of the configuration of each example.
Claims (1)
- CLAIMS Claim 1 An interior panel attached to inside of a railway vehicle structure body including an underframe, a roof structure body, and a side structure body, wherein the interior panel includes a tubular sound absorbing pipe in which one end portion is closed and the other end portion is open. Claim 2 The interior panel according to claim 1, wherein: the interior panel includes a center ceiling panel provided on the in-vehicle side at the center of the roof structure body in a width direction and a side ceiling panel provided on the in-vehicle side at an end portion of the roof structure body in the width direction; the sound absorbing pipe is prescribed by one end portion of the side ceiling panel in the width direction and one end portion of the center ceiling panel placed to be overlapped with the one end portion of the side ceiling panel; and an open end portion of the sound absorbing pipe is provided between the side ceiling panel and the one end portion of the center ceiling panel. Claim 3 The interior panel according to claim 2, wherein the sound absorbing pipe is prescribed by the one end portion of the side ceiling panel, a vertical piece extending downward from the one end portion of the side ceiling panel, and the one end portion of the center ceiling panel. Claim 4 The interior panel according to claim 2, comprising: a first sound absorbing pipe prescribed by the one end portion of the side ceiling panel, a vertical piece extending downward from the one end portion of the side ceiling panel, and the one end portion of the center ceiling panel; and a second sound absorbing pipe having a dimension smaller than a dimension of the first sound absorbing pipe in the width direction of the roof structure body, the second sound absorbing pipe being formed by a division plate provided to the side ceiling panel. Claim 5 The interior panel according to any one of claims 2 to 4, wherein the side ceiling panel further includes a partitioning piece orthogonal to the vertical piece. Claim 6 The interior panel according to claim 2, wherein the sound absorbing pipe is prescribed by the one end portion of the center ceiling panel, a vertical piece extending downward from a middle portion of the center ceiling panel, and a top plate extending from the vertical piece in the width direction of the roof structure body. Claim 7 The interior panel according to claim 6, wherein the center ceiling panel further includes a partitioning piece orthogonal to the vertical piece. Claim 8 The interior panel according to any one of claims 2 to 7, wherein a mesh cover is attached to the open end portion of the sound absorbing pipe. Claim 9 The interior panel according to any one of claims 3 to 8, wherein: the interior panel includes a lighting device provided in the vicinity of the vertical piece and has an opening portion through which light from the lighting device is transmitted, the opening portion being provided in the vertical piece; and the light is led to the inside of the vehicle through the sound absorbing pipe. Claim 10 The interior panel according to claim 1, wherein the sound absorbing pipe is formed as a part of a side panel provided to the side structure body of the railway vehicle structure body. Claim 11 A railway vehicle, comprising the interior panel according to any one of claims 1 to 10 .
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2015237191A JP6616169B2 (en) | 2015-12-04 | 2015-12-04 | Interior panel and railway vehicle equipped with the interior panel |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB2545971A true GB2545971A (en) | 2017-07-05 |
| GB2545971B GB2545971B (en) | 2018-01-03 |
Family
ID=59010866
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB1618821.1A Active GB2545971B (en) | 2015-12-04 | 2016-11-08 | Railway vehicle interior panel assembly |
Country Status (2)
| Country | Link |
|---|---|
| JP (1) | JP6616169B2 (en) |
| GB (1) | GB2545971B (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP6842388B2 (en) * | 2017-08-31 | 2021-03-17 | 株式会社日立製作所 | Railroad vehicle |
| JP7178866B2 (en) * | 2018-10-22 | 2022-11-28 | 株式会社総合車両製作所 | rail car |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0561488A (en) * | 1991-09-02 | 1993-03-12 | Bridgestone Corp | Interference type soundproof equipment and interference type soundproof device |
| EP0667416A1 (en) * | 1994-02-09 | 1995-08-16 | Bridgestone Corporation | Soundproof wall |
| JP2005098067A (en) * | 2003-08-26 | 2005-04-14 | Sekisui Chem Co Ltd | Sound absorbing plate and sound absorbing method |
| JP2006219061A (en) * | 2005-02-14 | 2006-08-24 | Univ Chuo | Method and structure for reducing vehicle interior noise in railway vehicles |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2606534B2 (en) * | 1992-08-03 | 1997-05-07 | ヤマハ株式会社 | Low sound absorption member and acoustic room structure |
| JP2006051921A (en) * | 2004-03-30 | 2006-02-23 | Sanwa Trading Kk | Sound absorption structure for vehicle |
| JP5643660B2 (en) * | 2011-01-13 | 2014-12-17 | 株式会社日立製作所 | Railway vehicle |
-
2015
- 2015-12-04 JP JP2015237191A patent/JP6616169B2/en active Active
-
2016
- 2016-11-08 GB GB1618821.1A patent/GB2545971B/en active Active
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0561488A (en) * | 1991-09-02 | 1993-03-12 | Bridgestone Corp | Interference type soundproof equipment and interference type soundproof device |
| EP0667416A1 (en) * | 1994-02-09 | 1995-08-16 | Bridgestone Corporation | Soundproof wall |
| JP2005098067A (en) * | 2003-08-26 | 2005-04-14 | Sekisui Chem Co Ltd | Sound absorbing plate and sound absorbing method |
| JP2006219061A (en) * | 2005-02-14 | 2006-08-24 | Univ Chuo | Method and structure for reducing vehicle interior noise in railway vehicles |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2017100637A (en) | 2017-06-08 |
| GB2545971B (en) | 2018-01-03 |
| JP6616169B2 (en) | 2019-12-04 |
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