JP2006143103A - Car body structure of rolling stock head car - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To attain compatibility between high speed and comfortable passenger room space with microbarometric wave reducing performance maintained by securing the sectional area at the head of the passenger room part. <P>SOLUTION: An intermediate part 2C having a constant cross sectional area and a smaller cross sectional area than a general part 2B is provided between the leading part 2A of a car body 2 and the general part 2B. The intermediate part 2C starts in front of a passenger seat 12A located in the rear of a driver's seat 11 and at the foremost position. In the intermediate part 2C, the vehicle width is smaller than that of the general part 3B, and the height of a passage 13A of the passenger seat 12A is set substantially equal to the height of a passage 13B of a passenger seat 12B in the general part 2B. In the case of rushing into a tunnel without buffering, a change in pressure gradient of compressive wave generated by rushing has two substantially equal peaks at a fixed time interval. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicle body structure of a leading railway vehicle such as a Shinkansen that travels at high speed.

  In general, when a high-speed railway vehicle such as a Shinkansen enters a tunnel, the air is compressed by the leading vehicle so as to push in air existing in a limited space in the tunnel. This compressed air becomes a compression wave and propagates forward in the tunnel at a speed approximately equal to the speed of sound. When this compression wave reaches the exit of the tunnel, it is reflected at the exit, but part of it is radiated from the tunnel exit to the outside as a pulsed pressure wave. This pulsed pressure wave is called a micro atmospheric pressure wave (tunnel micro atmospheric pressure wave). This micro-pressure wave is a pulse-like pressure wave, and when radiated to the outside, fine vibrations and the like are generated in the vicinity of the exit of the tunnel along with explosion sound, which may affect the surrounding environment. Therefore, in railway vehicles that require high-speed performance, the shape of the top part of the body of the leading vehicle not only reduces so-called traveling resistance during high-speed traveling, but also the micro-pressure waves generated when entering the tunnel described above. It is required to have a shape that can reduce the above.

  When a railway vehicle enters the tunnel, the vehicle body shape of the leading railway vehicle is to disperse and reduce the micro-pressure waves generated by the tunnel and the vehicle. After the first stage cross-sectional area increasing portion is formed by raising, the cross-sectional area is kept substantially constant and extended rearward substantially horizontally, and then tilted slightly rearward and raised upward. Forming a cross-sectional area increasing portion of the step, and an area ratio of the cross-sectional area of the first step / the cross-sectional area of the second step is 0.6 or more, and the crossing of the first step and the second step The thing which made the space | interval of an area increase part 15 m or more is already known (for example, refer patent document 1).

  However, with such a configuration, even if it is effective in reducing the micro-pressure wave, it is necessary to make the interval between the first step and the second step cross-sectional area increased portions 15 m or more. The length of the top part of becomes longer. On the other hand, there is a demand for ensuring the effect of reducing microscopic pressure waves without increasing the length of the leading vehicle too much, that is, without increasing the distance between the first and second steps in the cross-sectional area increasing portion. There is.

  By the way, when considering high-speed driving, when considering a vehicle body shape that can obtain a micro-pressure wave reduction effect without increasing the interval between the first and second stage cross-sectional area increasing portions. In addition, a head shape of a high-speed railway vehicle that reduces micro-pressure waves, which was developed using a genetic algorithm (GA) as an optimization design method, has been proposed (for example, Patent Document 2). 3).

On the other hand, in order to reduce micro-pressure waves, measures against micro-pressure waves on the railway side (additional improvements to the shape of the top part of high-speed rail vehicles) have been introduced. As an improvement to the tunnel side entrance without changing the top shape of the railway vehicle), the tunnel entrance has a cover whose cross section is larger than the tunnel cross section and whose length is about 1 to 3 times the tunnel diameter ( By providing one or a plurality of openings having an optimum area determined from the cross-sectional area of the so-called shock absorber) and the length of the cover, the gradient of the compression wave front generated when the train enters the tunnel is smoothed. It is known (see, for example, Patent Document 4).
JP-A-11-321640 (2nd to 4th pages, FIGS. 1 to 4) Japanese Patent Laying-Open No. 2004-66887 (paragraphs 0011 to 0026 and FIG. 10) Japanese Patent Laying-Open No. 2004-66888 (paragraphs 0025 to 0034 and FIG. 10) Japanese Examined Patent Publication No. 55-31274 (pages 1 and 2 and FIG. 1)

  If the vehicle body shapes described in Patent Document 1 and Patent Documents 2 and 3 described above are used, the effect of reducing micro-pressure waves when entering a tunnel of a high-speed railway vehicle is improved compared to previous leading vehicles when considering only the vehicle body shape. is doing.

  However, when determining the vehicle body shape described in Patent Document 1 and Patent Documents 2 and 3, the shock absorber described in Patent Document 4 is not considered at all, as described in Patent Document 4, When a shock absorber is provided on the tunnel side to reduce the micro-pressure wave, it cannot necessarily be said that it is improved over the previous vehicle.

  Actually, a buffer work is provided at a doorway of a tunnel in which a high-speed railway vehicle travels, or a buffer work is not provided. In any case, it is required to reduce a micro-pressure wave.

  By the way, in the vehicle body structure of a high-speed railway vehicle, if the speed is increased, the influence on the micro-pressure wave is increased. Therefore, in order to reduce the influence, it is necessary to reduce the cross-sectional area of the vehicle body. However, if the cross-sectional area of the vehicle body is reduced, the passenger cabin space in which passenger seats are arranged is reduced accordingly, which is disadvantageous in terms of riding comfort.

  Therefore, the inventors maintained the micro-pressure wave reduction performance by securing the cross-sectional area at the head portion of the passenger compartment in the top shape of the high-speed rail vehicle and determining the shape by executing the above-described analysis. The idea is to achieve both high-speed and comfortable cabin space, and even in the case of a normal tunnel (when there is no buffer) or a tunnel with a buffer, As a result of intensive research aimed at reducing the impact sound caused by micro-pressure waves similar to those of conventional high-speed railway vehicles, the present invention has been developed.

In other words, the inventors
(i) The change in the cross-sectional area of the vehicle body affects the micro-pressure wave reduction performance.
(ii) The pressure gradient of the compression wave generated when entering the tunnel is a measure (index) for measuring the micro-pressure wave reduction performance.
Based on this knowledge, in order to obtain the optimum car body shape for the top car body of a high-speed railway vehicle, the conventional fluid flow design (CFD analysis) and optimization design technique (genetic Algorithm), the rear part of the driver's seat where the passenger seat is provided, and assuming that a constant cross-sectional area is secured, the micro-pressure wave is reduced numerically and there is no shock absorber We promoted research on the top car body shape that is most advantageous for achieving both the micro-pressure wave reduction performance in the tunnel and the micro-pressure wave reduction performance in the tunnel with the buffer, and comfortable cabin space (sufficient passage height) ) Ensuring high speed that can reduce the impact sound caused by micro-pressure waves, whether it is a normal tunnel only (no shock absorber) or a tunnel with a shock absorber It is those that developed the body shape of the head vehicle.

  The present invention provides a vehicle body structure of a railroad leading vehicle that secures a cross-sectional area at the head portion of the passenger compartment and achieves both high-speed maintaining a micro-pressure wave reduction performance and ensuring a comfortable passenger cabin space. With the goal.

  The invention according to claim 1 is a railway head vehicle comprising a front end portion in which the cross-sectional area of the vehicle body increases from the front end toward the rear, and a general portion that is arranged on the rear side of the front end portion and has the maximum cross-sectional area. An intermediate portion having a constant cross-sectional area and a cross-sectional area smaller than the general portion is provided between the front end portion and the general portion, and this intermediate portion is located behind the driver seat. And the intermediate portion has a vehicle width that is narrower than the vehicle width of the general portion, and the passage height of the passenger seat is of the passenger property in the general portion. It is characterized by being set approximately equal to the passage height.

  In this way, by setting the vehicle width of the intermediate portion starting from the front side of the passenger seat located behind the driver seat at the most front side, the intermediate portion is set to be narrower than the vehicle width of the general portion. The passenger seat passage height in the general portion is set to be approximately equal to the passenger seat passage height in the general portion, so that the passenger seat passenger in the intermediate portion is as comfortable as the passenger in the general passenger seat. A cabin space is obtained and a comfortable ride is secured.

  In addition, with such a structure, when entering a tunnel without a buffer, the change in the pressure gradient of the compression wave generated by the entry has two peaks of approximately equal magnitude separated by a certain time. As a result, it is possible to ensure the effect of reducing micro-pressure waves even in the case of a normal tunnel only (when there is no buffer work) or in the case of a tunnel equipped with a buffer work. . Therefore, in the middle part of the high-speed railway leading vehicle, it is possible to achieve both passenger comfort by securing a comfortable cabin space and high speed while maintaining the micro-pressure wave reduction performance.

  In that case, as described in claim 2, it is desirable that the cross-sectional area of the intermediate portion is about 70% of the cross-sectional area of the general portion.

  If it does in this way, it will become possible to secure a fixed number of seats in a middle part, and to make it the required passage height.

  In addition, as described in claim 3, the number of passenger seats arranged in the left-right direction in the intermediate portion is set to be one less each left and right than the number of passenger seats arranged in the general portion. By making the body width narrower than the general part, so-called constricted shape, the passenger seat passage height in the middle part can be easily made almost equal to the passenger seat passage height in the general part. Can do.

  In order to obtain a micro-pressure wave reduction effect, as described in claim 4, the front end portion includes a front cross-sectional area increase portion having a large cross-sectional area increase rate and a rear cross-sectional area increase having a low cross-sectional area increase rate. The cross-sectional area increase rate of the front cross-sectional area increase portion is preferably about 10 times the cross-sectional area increase rate of the rear cross-sectional area increase portion.

For this purpose, as described in claim 5, the front cross-sectional area increase portion has a cross-sectional area increase rate of 6 m ² / m and a range of about 0.6 m from the tip, and the rear cross-sectional area increase The portion may have a cross-sectional area increase rate of 0.6 m ² / m.

  As described above, according to the present invention, the intermediate portion starting from the front side of the passenger seat located at the rear side of the driver's seat and the frontmost side has a vehicle width narrower than the vehicle width of the general portion, and the passenger seat Is set to be approximately equal to the passage height of the passenger seat in the general portion, so that passengers in the passenger seat in the intermediate portion have the same riding comfort as passengers in the passenger seat in the general portion. Can be secured. In addition, with such a structure, when entering a tunnel without a buffer, the change in the pressure gradient of the compression wave generated by the entry has two peaks of approximately equal magnitude separated by a certain time. Therefore, even in the case of only a normal tunnel (when there is no buffer work) or in the case of a tunnel equipped with a buffer work, the effect of reducing micro pressure waves can be ensured. Therefore, in the high-speed rail leading vehicle, it is possible to achieve both the passenger comfort by securing a comfortable cabin space and the high speed while maintaining the micro-pressure wave reduction performance.

  Embodiments of the present invention will be described below with reference to the drawings.

  1 (a) to 1 (e) each show a railway leading vehicle as an example of an embodiment according to the present invention, FIG. 1 (a) is a plan view of the railway leading vehicle, and FIG. 1 (b) is the same side view. Fig. 1 (c) is a cross-sectional view of the operating section along line CC in Fig. 1 (b), and Fig. 1 (d) is an intermediate portion (narrow portion) along line DD in Fig. 1 (b). Sectional drawing and FIG.1 (e) are sectional drawings of the general part in the EE line | wire of FIG.1 (b). In addition, in FIG.1 (c)-(e), a vehicle limit is shown with a dashed-dotted line.

  As shown in FIGS. 1 (a) and 1 (b), a railway head vehicle 1 includes a front end portion 2A in which the cross-sectional area of the vehicle body 2 increases from the front end toward the rear along the vehicle front-rear direction, and the rear end portion 2A. And a general portion 2B which is disposed on the side and has a uniform cross-sectional area at the maximum.

  Between the tip portion 2A and the general portion 2B, an intermediate portion 2C having a constant cross-sectional area and a smaller cross-sectional area than the general portion 2B is provided. This intermediate portion 2C is configured to start from the front side of the passenger seat 12A located at the rear side of the driver's seat 11 and at the most front side.

  The vehicle width W1 of the intermediate portion 2C is set to be narrower than the vehicle width W2 of the general portion 2B. Further, in the intermediate portion 2C, the height of the passage 13A of the passenger seat 12A is formed substantially equal to the height of the passage 13B of the passenger seat 12B in the general portion 2B (see FIGS. 1D and 1E). That is, in the intermediate portion 2C, the shape of the vehicle body 2 is constricted in a plan view, so that a necessary passage height is secured for the passenger seat 12A of the intermediate portion 2C. Note that, based on such a vehicle body shape, the side beam is formed to bend inward of the vehicle body at the portion corresponding to the intermediate portion 2C.

  Thus, in order to ensure the required passage height (the ceiling height in the passage where the passenger moves), the cross-sectional area of the intermediate portion 2C is set to about 70% of the cross-sectional area of the general portion 2B. In the portion where the seat is provided, the cross-sectional area is not so large in order to reduce the micro-pressure wave. And in order to ensure a required passage height, the number of the passenger seats 12A arrange | positioned in the left-right direction in the intermediate part 2C is two less than the number of the passenger seats 12B arrange | positioned in the general part 2B.

  That is, the general portion 2B is provided with five passenger seats 12B (three on the left and two on the right), whereas the intermediate portion 2C has three passenger seats 12A (two on the left and one on the right). It is provided and is reduced by one on each side. The space corresponding to the two passenger seats is distributed in the vertical direction, the ceiling height (passage height) is increased, and the cargo rack 14A is provided in the same manner as the cargo rack 14B is provided in the general portion 1B. (See FIGS. 1D and 1E). Therefore, unlike the conventional example shown in FIG. 8, it is not necessary to install the loading platform 101 next to the two rows of passenger seats 12 located on the frontmost side and the rear side (because a cargo rack cannot be provided). Only the number of passenger seats can be increased.

  A driver's cab windshield 21 is disposed at the rear portion of the front sectional area increasing portion 2 </ b> Aa. The driver's cab windshield 21 is located above the driver's cab 25 and covers the driver seat 11. On the rear side of the cab, a rotary door 22 for getting on and off the driver is provided, and on the rear side, a sliding door 23 for getting on and off the passenger is provided. The left and right sliding doors 23 are connected by a passage 24, and the passage 24 is located on the front side of the passenger seat 12 located on the front side. Further, in the vicinity where the passage 24 is located, the ceiling height is lower than the general portion in the conventional example (see FIG. 1B), but in this embodiment, the same as the general portion 2B. The ceiling height (passage height) is secured (see the solid line in FIG. 1 (b)), which is an advantageous structure for ensuring a comfortable cabin space.

The above-mentioned body shape is not a trial and error method related to shape design that has been used in the past, but an optimal head shape that reduces the micro-pressure wave numerically by combining CFD and an optimized design method (multipurpose genetic algorithm). This is obtained by applying a design technique for obtaining (optimum cross-sectional area distribution). Specific conditions are as follows.
(i) Shape to be optimized Cross-sectional area distribution with a head length of 16m (capacity: 53 people)
(ii) Design Variable As shown in FIG. 2, 10 control points are optimized as design variables (B-spline is used for shape expression). In addition, the arrow shown in each control point of FIG. 2 shows the changeable range. Further, in order to secure a necessary cross-sectional area for the guest room, three control points are fixed in the range of 8 to 13 m from the top.
(iii) Evaluation function A. B. Minimization of pressure gradient (dp / dx) max without buffering Minimization of pressure gradient (dp / dx) max with 10m buffer
(iv) Design conditions-Train speed of 330km / h
-Train / tunnel cross-sectional area ratio = 0.161
3 shows the optimization results (microbar wave performance). As the generation progresses, the pressure gradient (dp / dt) evolves in the direction of decreasing the pressure gradient (dp / dt) with and without the buffer, and around 35 generations. Thus, it can be seen that it converges on a certain line. This is also confirmed from FIG. 4 showing the optimization result (current non-deteriorating speed corresponding to the maximum speed at which micro-pressure wave performance comparable to that of the conventional example can be secured).

  The cross-sectional area distribution of Examples 1 to 3 of the vehicle body shape according to the present invention obtained by using the CFD and the optimization method is indicated by solid lines L1 to L3 in FIG. It is a vehicle body shape shown to 1 (a)-(e). FIG. 5 also shows the cross-sectional area distribution for the vehicle body shape of the conventional example shown in FIG. 1B (see the alternate long and short dash line) and FIG.

In FIG. 5, the head portion having a length of about 16 m changes in a direction in which the cross-sectional area increases along the longitudinal direction of the vehicle body, and reaches the general portion 2B where the cross-sectional area is constant at a maximum of approximately 10.23 m ^2. It is like that.

In order to obtain the effect of reducing micro-pressure waves, the leading end portion 2A has a front cross-sectional area increase portion 2Aa having a large cross-sectional area increase rate and a rear cross-sectional area increase portion 2Ab having a low cross-sectional area increase rate. The cross-sectional area increase rate of the front cross-sectional area increased portion 2Aa is 6 m ² / m, which is about 0.6 m from the tip, and the cross-sectional area increase rate of the rear cross-sectional area increased portion is 0.6 m ² / m. In the range from 0.6 to 7.5 m from the tip. That is, the cross-sectional area increase rate of the front cross-sectional area increased portion 2Aa is about 10 times the cross-sectional area increase rate of the rear cross-sectional area increased portion 2Ab. Here, the cross-sectional area increase rate is a value obtained by regarding the change in the cross-sectional area at each of the increased portions 2Aa and 2Ab as a linear change.

  And between the front and rear cross-sectional area increasing portions 2Aa, 2Ab, between the rear cross-sectional area increasing portion 2Ab and the intermediate portion 2C, and between the intermediate portion 2C and the general portion 2B so that they are smoothly continuous. It is connected.

  By changing the cross-sectional area of the vehicle body 2 of the leading vehicle 1 in this way, as described later, a change in the pressure gradient of the compression wave that is effective in reducing the micro-pressure wave can be obtained. That is, when a tunnel without a buffer is entered, the change in the pressure gradient of the compression wave generated by the entry has two peaks of approximately the same size with a certain time interval.

  6 and 7 show the results of a two-dimensional axisymmetric simulation analysis of the influence of micro atmospheric pressure on the vehicle body shapes of Examples 1 to 3 and the conventional example. FIG. 6 shows a case where there is no buffer work, and FIG. 7 shows a case where there is a 10 m buffer work.

  In the case where there is no buffer work, as shown in FIG. 6, the pressure gradient index, which is a measure of the influence of the micro-pressure wave, has two peaks in each of Examples 1 to 3, but both peaks are conventional examples. It can be seen that it is lower than the maximum peak. On the other hand, even when there is a 10 m buffer, as shown in FIG. 7, in Examples 1 to 3, the pressure gradient index is smaller than that of the conventional example. In addition, even when there are other lengths of buffer work, it is presumed that Examples 1 to 3 exhibit the effect of reducing the micro-pressure wave in the same manner as the pressure gradient index is smaller than or equal to the conventional example.

  Therefore, Examples 1-3 ensure the passage height, maintain a pressure gradient index comparable to that of the conventional example in the case of a tunnel provided with a shock absorber, and more than the conventional example when there is no shock absorber. Excellent in reducing micro-pressure waves.

  In addition, since the door 23 is provided in the intermediate part 2C for passengers getting on and off, in order to prevent the passengers from falling between the platform and the left and right sides as shown by a one-dot chain line in FIG. It is also possible to provide a fin-like footrest member 21 extending horizontally in the direction. In this case, the footrest member can be stored in the vehicle body 2 so that the footrest member protrudes only when it arrives at the station.

FIG. 1A is a plan view of the railway leading vehicle, FIG. 1B is a side view thereof, and FIG. 1C is FIG. FIG. 1 (d) is a cross-sectional view of an intermediate portion (narrow portion) in FIG. 1 (b), and FIG. 1 (e) is FIG. It is sectional drawing of the general part in the EE line of (b). It is explanatory drawing of calculation of optimization. It is a figure which shows the optimization result (micro atmospheric pressure wave performance). It is a figure which shows an optimization result (current non-deteriorating speed) It is a figure which shows the relationship between the distance from a head, and the cross-sectional area of a vehicle body. It is explanatory drawing which shows the analysis result of the pressure gradient index | exponent (it becomes a guideline of a micro atmospheric pressure wave) about a tunnel without a buffer work. It is explanatory drawing which shows the analysis result of the pressure gradient index | exponent about a tunnel with a 10-m buffer work. It is a figure similar to Fig.1 (a) about a prior art example.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Railway head vehicle 2 Car body 2A Tip part 2Aa Front side cross-sectional area increase part 2Ab Rear side cross-section area increase part 2B General part 2C Middle part 11 Driver's seat 12A, 12B Passenger seat 13A, 13B Passage 14A, 14B Loading shelf

Claims (5)

A vehicle body structure of a railway leading vehicle comprising a front end portion in which the cross-sectional area of the vehicle body increases rearward from the front end, and a general portion that is arranged on the rear side of the front end portion and has a uniform cross-sectional area at the maximum,
An intermediate part having a constant cross-sectional area and a cross-sectional area smaller than the general part is provided between the tip part and the general part,
This intermediate portion is configured to start from the front side of the passenger seat located behind the driver seat and at the most front side,
The intermediate head portion has a vehicle width narrower than a vehicle width of the general portion, and a passage height of the passenger seat is set substantially equal to a passage height of the passenger seat in the general portion. Car body structure.   2. The vehicle body structure of a railway leading vehicle according to claim 1, wherein a cross-sectional area of the intermediate portion is about 70% of a cross-sectional area of the general portion.   The number of passenger seats arranged in the left-right direction in the intermediate part is less by one on the left and right than the number of passenger seats arranged on the general part. Construction.   The tip portion has a front cross-sectional area increasing portion with a large cross-sectional area increase rate and a rear cross-sectional area increasing portion with a low cross-sectional area increase rate, and the cross-sectional area increasing rate of the front cross-sectional area increasing portion is the rear The vehicle body structure of a railway head vehicle according to any one of claims 1 to 3, wherein the vehicle body structure is about 10 times the cross-sectional area increase rate of the side cross-sectional area increase portion. The front side cross-sectional area increasing portion has a cross-sectional area increase rate of 6 m ² / m and a range of about 0.6 m from the tip.
The body structure of a railway leading vehicle according to claim 4, wherein the rear cross-sectional area increase portion has a cross-sectional area increase rate of 0.6 m ² / m.

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