JP2007118750A - Method and device for reducing traveling wind under floor of railroad vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To solve a bad influence on a road bed of the traveling wind under a floor. <P>SOLUTION: Side surface traveling wind toward a rear side along a side surface of a railroad vehicle 1 which is traveling is suppressed so as not to roll into under the floor along a side surface of a vehicle 1, by a bulging portion bulging from a side surface lower portion of the vehicle 1 to a side part. Therefore, the traveling wind 2b under the floor of the railroad vehicle is reduced to attain the above mentioned purpose. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a method and an apparatus for reducing an underfloor traveling wind of a railway vehicle that reduces a traveling wind generated under the floor when the railway vehicle travels.

The technology relating to such a traveling wind is intended to prevent adverse effects on the roadbed, such as disturbing the roadbed, such as floating that may occur when a standard-sized crushed stone is broken to a smaller size. A technique (for example, see Patent Document 1) for fixing crushed stones of each other with a silicone rubber elastic film and a technique for laying a net covering the crushed stone on the roadbed (for example, see Patent Document 2) are known.
JP-A-6-167002 JP-A-8-041805

  However, the techniques described in Patent Documents 1 and 2 both improve the side of the roadbed so that it is not adversely affected by wind pressure caused by the underfloor traveling wind. It needs to be constructed and takes a lot of time, labor, and cost. In addition, since the underfloor traveling wind remains as it is, other problems such as generation of noise and influence on the underfloor equipment are not solved.

  Therefore, the present inventors conducted various computer simulation analyzes in order to solve the problem by reducing the underfloor traveling wind itself when the railway vehicle travels. According to this, the trajectory of the traveling wind along the surface of the railway vehicle is as shown in FIGS. 1 (a) and 22 (a), and this result indicates that oils and dirt adhering to the surface of the actual railway vehicle 1 are obtained. It matches well with the flow line. In FIG. 22A, the flow line 2 in the simulation analysis corresponding to the current railway vehicle is seen, and the side running wind along the vehicle side surface generated by the traveling railway vehicle 1 is directed toward the rear of the railway vehicle 1. It can be seen that it is caught under the floor and merges with the under-floor traveling wind along the under-floor, increasing the amount of under-floor traveling wind and increasing its momentum. FIG. 1A shows a flow line 2 in a simulation analysis corresponding to the improved vehicle 1, and the entanglement under the floor is relaxed, and the reduction of the underfloor traveling wind and the reduction of the power can be seen.

  For this analysis, a train model of ½ cars + 1 cars + ½ cars as shown in FIG. 23 (a) is set, and each vehicle 1 that forms the train has a side as shown in FIG. 23 (b). Set the bogie model with the bogie 4 in the open part 5 and the bogie 4 on the rail 3 with the wheel 6 on the rail 3 and the height of the vehicle 1 from the rail 3 are both 200 mm. did. In the sleeper direction, as shown in FIG. 23 (c), the range is 16 m outward from the plane of symmetry of the vehicle 1, and in the height direction, the lower range of the vehicle 1 is as shown in FIG. 23 (c). This lower range is a range that includes a region of the horizontal flow line 2 that is not disturbed by the side running wind of the vehicle 1 shown in FIG. 22, and the range of the flow line 2 that is drawn under the floor is completely included. It is a range. This analysis range has a cross-sectional area surrounded by the ground surface, the vehicle surface, and two outer boundary surfaces as shown in FIG. 24 (a). For this cross-sectional area, 3 in FIG. 24 (b). From the inflow surface 11 at one end in the traveling direction X of the vehicle 1 shown in dimension, the wind at the uniform distribution speed at 83.3 m / s is passed from the inflow surface 11 at one end to the outflow surface 12 at the other end, and the pressure at the outflow surface 12 is 0 Pa, Analysis was performed with the condition setting at a traveling speed of 300 km / h, and the length 24,5 m of the central vehicle 1 shown in FIG. If the analysis is performed under the above conditions, the flow of the traveling wind viewed from the vehicle 1 side can be obtained as shown in FIGS. 1A and 22A. In order to evaluate the influence of the traveling wind on the ground. In addition, conversion to the flow seen from the ground side was performed. In addition, the pressure distribution did not differ depending on the observation point, so the value was used as it was.

  As a result, when viewed typically at a position of X = 10 m, a vector diagram shown in FIG. 25A and a pressure distribution diagram shown in FIG. 25B were obtained. In the traveling wind vector diagram of FIG. 25 (a), the magnitude of the two-dimensional velocity vector in the YZ direction on the transverse cross section is shown by length, and the magnitude of the three-dimensional velocity vector is represented by shading from + side and − side to 0. It can be said that there is a correlation between the velocity vector of the traveling wind and the pressure distribution. Next, in order to see the influence of the underfloor traveling wind on the roadbed, the traveling wind speed value in the longitudinal direction X of the rail 3 from the vehicle end of the vehicle 1 viewed from about 10 mm from the ground surface is plotted. The velocity distribution at the position of the symmetry plane 7, i.e., Y = 0 mm, is as shown in FIG. 26A, at Y = 1100 mm, as shown in FIG. 26B, and at Y = 1300 mm. The result is as shown in FIG. Specifically, at the position of Y = 0 mm and Y = 1100 mm, there is a first peak P1 in the front carriage 4 portion, and thereafter, a peak P2 is seen in the vicinity of 10 m from the vehicle end. = 20 m / s, P2 = 15 m / s, and when Y = 1100 mm, P1 = 10 to 14 m / s, and P2 = 12 m / s, and when Y = 1300 mm, such a peak is not observed, and 7 m / s The wind speed is below the level.

  Here, it is considered that the peak P2 in the vicinity of 10 m from the vehicle end is influenced by the side running wind being involved in the underfloor running wind. As shown in the traveling wind vector shown in FIG. 25 (a), this entrainment coincides with the vigorous vortex having a high negative pressure near the symmetry plane 7 and near the outside of the rail 3, It can be assumed that the position of Y = 0 mm and Y = 1100 mm may greatly affect the roadbed.

  Further, in order to clarify the distribution tendency of the traveling wind viewed in the sleeper direction Y, the traveling wind maximum value is obtained and plotted in each cross-sectional area of Y = 0 mm, 1100 mm, 1300 mm, 1500 mm, and 1700 mm, as shown in FIG. It became. At present, Y = 0 mm is the largest, Y = 1100 mm, and 1300 mm are sequentially reduced, and Y = 1300 mm to 1700 mm are slightly lower right but are almost the same size.

  From the above, the underfloor traveling wind flows in the traveling direction of the vehicle 1 along with the traveling vehicle 1, and the side traveling wind is engulfed to create a negative vortex, causing a strong vortex, and the behavior adversely affects the roadbed. It seems to have become. Therefore, when the traveling wind vector on the surface of the vehicle 1 is seen, it becomes as shown in FIG. In order to cope with this, the present inventor further conducted analysis and examination under various condition settings, and by suppressing the entanglement of the side running wind under the floor, the underfloor running wind itself is reduced, and the bad influence on the road bed is caused. Has been found to be resolved.

  An object of the present invention is to provide a method and an apparatus for reducing the under-floor traveling wind of a railway vehicle that can eliminate the adverse effects of the under-floor traveling wind on the road bed based on such new knowledge.

  In order to achieve the above object, a method for reducing underfloor traveling wind of a railway vehicle according to the present invention is a method for reducing underfloor traveling wind of a railway vehicle that reduces traveling wind generated under the floor when the railway vehicle travels. The rolling stock is controlled by a projecting portion that protrudes laterally from the lower side of the rail car to the floor under the side running wind along the side of the rail car. It is characterized by reducing the wind under the floor.

  In such a configuration, the side running wind along the side surface generated when the railway vehicle travels tends to be caught under the floor while flowing horizontally, but the projecting portion that projects from the side surface of the vehicle itself is below the floor side of the vehicle side surface. The side running wind is caught under the floor, and the side running wind is restrained from being caught under the floor, and the side running wind does not reach the horizontal or under the floor. Since the flow is increased to reduce the entrainment flow to the underfloor side and / or to reduce the force of the entrainment flow, the underfloor running wind and its force and negative pressure are also reduced.

  An apparatus for reducing an underfloor traveling wind of a railway vehicle that achieves such a method is an apparatus for reducing an underfloor traveling wind of a railway vehicle that reduces traveling wind generated under the floor when the railway vehicle travels. At the bottom, there is a side projecting part that divides the path where the side running wind is caught under the floor into the side below the floor and the other side of the floor, and this projecting part is separated from the side running wind that tries to cross the floor below It is characterized in that a flat upper surface continues to the lower surface via a relaxation curved surface.

  In such a configuration, the side projecting portion at the lower side of the side of the side running wind that is about to be caught under the floor while flowing horizontally along the side of the vehicle generated when the railway vehicle travels is By separating and rectifying the side and the opposite side of the floor, it is prevented from being caught under the floor and being caught under the floor, increasing the flow of the side running wind horizontally or below the floor, and moving to the bottom of the floor. Reduce the flow that merges with the wind under the entrainment floor. In addition, the flat upper surface of the overhanging part helps to prevent the side running wind from being caught under the floor and guide it in a horizontal direction, and counteracts the acting force from the under floor caused by the underfloor running wind. Since it is difficult to reach under the floor, it is easy to suppress the side running wind from getting into the under floor, and the flat upper surface forms a fin-like protruding portion that is connected to the lower surface via a peeling relaxation curved surface from the protruding end. Thus, the separation when the side running wind crosses the upper surface to the lower floor side is mitigated to prevent turbulence and negative pressure from being generated, and the underfloor running wind and its power and negative pressure are further reduced.

In the further configuration, the overhanging part is provided near the lower part of the bottom-shaped surface that narrows downward on the side part of the railcar,
The underwinding of the side running wind under the floor is effectively suppressed by the partitioning action and the rectifying action of the underside and anti-underfloor side by the overhanging part at the side of the vehicle. Efficiently reduce wind and its power and negative pressure. Further, since the skirt-shaped surface on the side surface of the vehicle has a relatively large margin with respect to the vehicle limit, a protruding portion with a sufficient amount of protrusion can be provided without a problem of the vehicle limit.

The overhang is thickened from the overhang end toward the base,
The entire surface extending from the upper surface of the overhanging portion to the lower surface base through the peeling relaxation curved surface becomes an airfoil, and the peeling mitigation effect is enhanced by the amount of smooth separation with the side running wind that crosses the upper surface to the floor lower side.

In the further configuration, the overhanging portion has a substantially horizontal upper surface and a lower surface obliquely downward from the overhanging end toward the base.
Side surface wind during vehicle travel is engulfed below the floor, and the upper surface of the overhanging part works strongly with moderate restraint against the flow of side cruising wind entrapped below the floor, and also eases peeling from the upper surface. Since the separation space formed between the side running wind passing through the curved surface to the lower side of the floor is further narrowed, the effect of relaxing the separation can be further enhanced accordingly.

In the further configuration in which the overhanging portion has a substantially streamline shape from the peeling relaxation curved surface continuing to the upper surface to the base of the lower surface,
The entire surface that extends from the upper surface of the overhanging part to the lower surface base via the peeling relaxation curved surface becomes an airfoil, and the streamline shape further smoothes the separation in the narrow separation space that can be formed between the upper surface and the side running wind that extends below the floor. Therefore, the peeling relaxation effect can be further enhanced.

In the further configuration, the overhang part has an upper surface inclined slightly downward from the base toward the overhang end.
The upper surface of the overhanging portion works effectively against the flow in which the side running wind during running of the vehicle is engulfed below the floor and the side running wind is engulfed below the floor.

  Furthermore, it is preferable that the overhanging portion projects in the vicinity of a peak position when the side running wind wound on the underfloor side reaches the corner portion with the underfloor while increasing the speed.

  In the further configuration in which a plurality of overhanging portions are provided, the partitioning action and the rectifying action between the underfloor side and the anti-underfloor side by the overhanging part can be enhanced, and the entrainment of the side running wind under the floor can be further suppressed.

  Further objects and features of the present invention will become apparent from the following detailed description and drawings. Each feature of the present invention can be used alone or in combination in various combinations as much as possible.

  According to the method and apparatus for reducing the underfloor running wind of a railway vehicle according to the present invention, the underfloor running wind, its power and negative pressure are reduced by simple and inexpensive improvement of the vehicle itself, and the underfloor equipment such as the road bed by the underfloor running wind is also reduced. It is possible to prevent adverse effects on the above.

  Hereinafter, embodiments of a method and apparatus for reducing underfloor traveling wind of a railway vehicle according to the present invention will be described with reference to FIGS. 1 to 21 to provide an understanding of the present invention. The following description and illustrations are specific examples of the present invention and do not limit the contents described in the claims. In the present embodiment, the airflow generated around the vehicle 1 or the ground generated when the vehicle travels is referred to as traveling wind or vehicle traveling wind. A traveling wind along the side of the vehicle is referred to as a side traveling wind, and a traveling wind below the floor, that is, between the traveling floor and the road is referred to as an underfloor traveling wind. In FIG. 1 (a), the position and direction of the flow with respect to the vehicle 1 are shown representatively by the side running wind 2a and the underfloor running wind 2b along the surface of the vehicle indicated by the flow line 2 by the running wind. FIG. 1 (b) shows a vector converted to traveling wind as seen from the ground on the surface of the vehicle 1 corresponding to FIG. 1 (a), and the direction of the flow shown in FIG. It is reversed.

  By the way, from the above simulation results regarding the side traveling wind 2a and the underfloor traveling wind 2b, in order to reduce the influence of the underfloor traveling wind 2b on the roadbed, the entrainment of the side traveling wind 2a under the floor is suppressed, and X = 10 m It is necessary to reduce the peak P2 occurring in the vicinity and the entire area near the carriage. Therefore, the method for reducing the underfloor traveling wind of the railway vehicle according to the present embodiment reduces especially the underfloor traveling wind 2b in the traveling wind around the vehicle 1 generated by the traveling of the railway vehicle 1 as shown in FIG. The overhanging portion 21 that projects the side wind 2a along the side surface of the traveling vehicle 1 from below the side surface along the side surface of the railway vehicle 1 from the lower portion of the side surface of the railway vehicle 1 to the side. In this way, the underfloor traveling wind 2b of the railway vehicle 1 is reduced. Specifically, particularly the side running wind 2a of the running wind generated when the vehicle 1 travels is caused to be caught under the floor as shown in FIG. As shown in FIG. 1, the underfloor running wind 2 b wraps the side running wind 2 a below the floor, and the side running wind is caused by the action of the overhanging portion 21 from the side partitioning the floor underside and the anti-floor underside of the side of the vehicle and the wind regulation action. 2a is restrained from being caught under the floor by the underfloor traveling wind 2b. As a result, as shown in FIG. 1, the flow of the side traveling wind 2a that is horizontal or below the floor is increased, and the merging into the underfloor side is restricted from joining the underfloor traveling wind 2b. The amount of increase and its power and negative pressure can be reduced.

  As a railway vehicle that realizes this, for example, as shown in FIG. 1, a side running wind 2 a along the side surface of the railway vehicle 1 is caught under the floor along the side surface of the vehicle 1 at the lower side of the rail vehicle 1. It is sufficient to have an overhanging portion 21 that protrudes to the side and partitions the under floor side and the under floor side in the middle of the path. Therefore, the simple and inexpensive improvement of the vehicle 1 itself increases the amount of underfloor traveling wind 2b and reduces its power and negative pressure, and prevents and reduces adverse effects and noise on the road floor and other underfloor equipment due to the underfloor traveling wind 2b. can do.

  Here, in order to specify a suitable installation position of the overhanging portion 21, first, the YZ direction which is the entrainment direction is used for verification focusing on the behavior in which the side running wind 2a is caught under the floor and merges with the underfloor running wind 2b. The simulation analysis of only the two-dimensional velocity component in Fig. 2 was performed for the vicinity of X = 10 m from the front end of the vehicle 1 in the direction of the rail 3 in question, and the result shown in Fig. 2 was obtained. . As shown in FIG. 2, the side running wind 2a heads under the floor along the side of the vehicle 1 and the speed gradually increases toward the corner with the floor and peaks at about 10 m / s or more at a position slightly in front of the corner. It is recognized that Therefore, the present inventors can effectively prevent the side running wind 2a from being caught under the floor by providing the above-described overhanging portion 21 at a height position H just before or almost before reaching this peak. I first assumed that I could do it. The height position of the side surface is about 200 mm from the bottom of the floor. However, this seems to be different for each type of vehicle. For example, in a high-speed vehicle on the Shinkansen, the underfloor height is high, the high-speed vehicle has a lower floor, the underfloor traveling wind 2b is faster than the floor height type, and the speed distribution of the traveling wind around the vehicle 1 is It seems that it does not necessarily agree. In this specification, the low floor type is the object.

  Next, as a preferred example of the projecting direction of the overhanging portion 21 at the preferred height position, the side running wind 2a tends to be caught under the floor by the underfloor running wind 2b, and the underfloor running wind 2b changes the side running wind 2a. Sides that are easy to block both of the flows that are to be caught under the floor, in particular, the flow shown in FIG. In this way, it was selected to have a substantially horizontal overhanging direction as shown in FIG. Further, as the form of the overhanging portion 21 in such a direction, the fin shown in FIG. 3 (a) and FIG. 4 (a) is a solid form having a thickness in which the cross section becomes a substantially triangle toward the overhanging end and has an overhanging amount of 80 mm. Type, fin type with an extension amount of 80 mm made of a plate member shown in FIGS. 3B and 4B, fin type with an extension amount of 160 mm made of a plate member shown in FIGS. 3C and 4C, The following three models were set.

  Therefore, a simulation analysis was performed on the two-dimensional velocity distribution and pressure distribution in the YZ direction of the traveling wind in the vicinity of the rail 3 direction X = 12.25 m from the front end of the vehicle 1. The results are as shown in FIGS. 3 and 4. In the case of the overhanging portion 21 that forms a fin in the form of a solid, as shown in FIG. The pressure difference on the underfloor side is eliminated, and as shown in FIG. 3A, the distribution of the running wind vectors in the YZ direction of the side running wind 2a and the underfloor running wind 2b is almost uniform and eddy currents are generated everywhere. Absent. On the other hand, in the case of the short plate-shaped fin-type overhanging portion 21, as shown in FIG. Yes, the running wind vector in the YZ direction is more than double that shown in FIG. 3A as shown in FIG. 3B, and the side running wind 2a exceeds the overhanging portion 21 as shown in FIG. Thus, a vortex is generated on the floor side, and the wind speed is high at the center of the vortex, which corresponds to the low pressure portion shown in FIG. In the case of a long plate-shaped fin type, as shown in FIG. 4C, there is a large pressure difference between the underfloor side and the non-floor side of the overhanging portion 21 as in FIG. 3 in that the low-pressure part on the underside of the vehicle is away from the side surface of the vehicle 1 and is located directly under the overhanging end portion of the overhanging portion 21, and the traveling wind vector in the YZ direction is as shown in FIG. However, as shown in FIG. 4 (c), the side running wind 2a forms a vortex at the low pressure position that extends beyond the overhanging portion 21 and below the floor and away from the side surface of the vehicle 1, and at the center of the vortex. The wind speed is high.

  Here, the solid fin type overhang portion 21 in FIGS. 3 (a) and 4 (a), the short plate fin type overhang portion 21 in FIGS. 3 (b) and 4 (b), and FIG. 3 (c). In each case of the long plate-shaped fin-type overhanging portion 21 in FIG. 4C, the velocity distribution at 10 mm above the ground for the underfloor traveling wind 2b in the rail direction X of the vehicle 1 is shown as Y = in the sleeper direction. The vehicle center position of 0 mm is as shown in FIG. 5A, the Y = 1100 mm position is as shown in FIG. 5B, and the Y = 1300 mm position is as shown in FIG. 5C. . From these, regardless of the width of the overhanging portion 21 of the plate-like fin, the carriage 4 part of the side running wind 2a at the position of the symmetry plane 7 with Y = 0 mm and the outer position of the rail 3 with Y = 1100 mm. While the influence on the underfloor traveling wind 2b due to the entanglement at the rear thereof cannot be reduced, the solid fin type projecting portion 21 can sufficiently reduce the influence.

  Moreover, when the maximum value of the underfloor traveling wind 2b in each cross section at the positions of Y = 0 mm, 1100 mm, 1300 mm, 1500 mm, and 1700 mm in the sleeper direction is plotted, as shown in FIG. While the maximum value of the underfloor traveling wind 2b is as low as 10 m / s and has a substantially flat distribution, the plate-shaped fin-type overhanging portion 21 has Y = 0 mm to Y = 1100 mm regardless of the width. Up to about 22m / s to 12, 3m / s almost continuously descends to the right, but higher than solid fin type overhanging part 21, and finally almost equal to solid fin type overhanging part 21 after around 1250mm It has become. This is a distribution close to the case of the present situation shown in FIG. 27 described above, and the effect of the overhanging portion 21 is not seen. From the above, it can be said that the laterally extending portion 21 is preferably a solid fin type. However, the amount of overhang of the overhanging portion 21 is set within the limit due to the vehicle limit, and no dimension setting exceeding the vehicle limit has been tried.

  On the other hand, the plate-like fin-type overhanging portion 21 was provided at the lowest position on the side surface of the vehicle 1 with an overhanging amount of 80 mm because good results were not obtained at a height of 200 mm from the floor below. The same simulation analysis was performed for the case, and the wind speed in the X direction along the rail 3 at the Y = 0 mm position was plotted as shown in FIG. 7. In addition to the peak P 3 before the carriage 4, the rear part of the carriage 4 The peak P4 also occurred. However, it can be seen that there is a significant reduction compared to the peak P1 at the front of the current carriage shown in FIG. Further, for example, when the traveling wind vector in the YZ direction around X = 6 mm showing the peculiar tendency in FIG. 7 is shown in FIG. 8A, it is as shown in FIG. 8B. Compared to the current situation shown, it is greatly reduced and almost uniform.

  Plotting the maximum values of the traveling wind at each cross section of Y = 0 mm, 1100 mm, 1300 mm, 1500 mm, and 1700 mm in the direction of the sleeper is as shown in FIG. 9, which is inferior to the solid fin type overhanging portion 21. There is no distribution tendency. Therefore, if the overhanging portion 21 is changed in its overhanging position, it can be said that the plate-like fin type is effective, and there is an advantage that the manufacturability is improved. However, in addition to the abrupt change in traveling wind of the four parts of the carriage, the flow around the vehicle 1 shows a unique tendency as compared with other cases.

  Here, in order to determine the optimum overhanging direction of the overhanging part 21, a solid fin type that is advantageous for reducing the underfloor running wind 2b is adopted for the overhanging part 21, and then it is installed in a downward direction as a comparative example. Similarly, simulation analysis was performed. As a result, the traveling wind vector in the YZ direction at the position of X = 12.55m in the direction of the rail 3 from the front end of the vehicle 1 is as shown in FIG. 10 (a), and as shown in FIG. 10 (b), Compared to the current situation where vortices are generated at the outer position of the rail 3, the vortex near the ground is different from the position immediately below the overhanging portion 21 to the outside. The pressure distribution is as shown in FIG. 11 (a), and the low-pressure position is overhanging compared to the current situation where the low-pressure part shown in FIG. 11 (b) occurs at two locations, the lower end of the side surface of the vehicle and the inside of the rail. The position is different from the position along the side surface of the vehicle 1 immediately below the portion 21 and from the position directly below the overhanging portion 21 to two positions outside. In addition, although there is no negative pressure range in both the comparative example and the current situation, it can be said that the high pressure portion is reduced in the comparative example compared to the current situation.

  However, in the comparative example, a high pressure difference is generated between the underfloor side and the non-floor underside of the overhanging portion 21, and the flow that separates the overhanging portion 21 of the side running wind 2 a to the underfloor side is drawn to the vehicle 1 side. In particular, underfloor entrainment has not been improved compared to the current situation. Further, since the vortex generated near the ground is located around Y = 1500 mm, which is far away from the center of the vehicle 1, and the traveling wind there is increased, there is still concern about the influence on the roadbed.

  When the velocity distribution in the direction X of the rail 3 of the underfloor traveling wind 2b at the position of the sleeper direction of Y = 0m, 1100m, 1300m, 1500m in the sleeper direction is plotted for such a comparative example and the current situation, FIG. As shown in a) to (b), in the comparative example, even if the speed distribution in the X direction of the underfloor traveling wind is seen, the effect of reducing the underfloor traveling wind is not significantly different from the current state. In addition, in the comparative example, the underfloor traveling wind is increased at the Y = 1300 m position due to the influence of the entrained flow guided to the lower floor side by the downward projecting portion 21.

  Moreover, when the traveling wind maximum value of each cross section of Y = 0m, 1100m, 1300m, 1500, and 1700m in the comparative example and the current sleeper direction is plotted, it is as shown in FIG. From this, even if the downward projecting portion 21 is provided, the traveling wind is not reduced at the position of Y = 0 m and 1100 m compared to the current state, and on the other hand, it increases significantly at Y = 1300 m to 1700 m.

  Therefore, the present inventor considers the laterally-oriented solid fin-type overhanging portion 21 to be optimal, and will be described in more detail in comparison with the current case. In the laterally extending portion 21 shown in FIGS. 1, 3 (a), and 4 (a), traveling wind in each cross section of X = 6 m, 10 m, and 12.25 m in the direction of the rail 3 from the front end of the vehicle 1. The vectors are as shown in FIGS. 14A to 14C. When X = 6 m, the side running wind 2a is engulfed in the underfloor running wind 2b and the resulting vortex under the floor is observed. Although the traveling wind 2a crosses the overhanging portion 21 to the lower floor side, the entanglement of the vehicle 1 under the floor is greatly relaxed, the vector and the wind speed of the underfloor traveling wind 2b are sufficiently reduced, and no eddy current is generated. When X = 12.25 m, it can be seen that the side running wind 2a is not caught in the underfloor running wind 2b. On the other hand, in the case of the current situation shown in FIGS. 15A to 15C, X = 6 m is almost the same as the case of the laterally extending portion 21, but the underside traveling wind 2 b of the side running wind 2 a is even when X = 10 m. A strong entanglement of the underfloor wind 2b is still observed. Even when X = 12.55 m, the side running wind 2a is not engulfed in the underfloor running wind 2b, and a vortex is generated in one place under the floor, and the underfloor running wind 2b is not yet sufficiently reduced.

  When this relationship is seen in the pressure distribution at X = 6 m, 10 m, and 12.25 m as viewed in the direction of the rail 3 from the front end of the vehicle 1, the laterally extending portion 21 is as shown in FIG. As shown in FIG. As can be seen from the figure, in the case of the laterally projecting portion 21, the pressure on the side surface and under the floor of the vehicle 1 is constant at X = 12.55 m, and the entrainment of the side traveling wind 2a into the underfloor traveling wind 2b is suppressed. It shows that. On the other hand, under the present situation, the pressure under the floor is still locally lower than the pressure on the side surface of the vehicle 1, and the pressure difference is not eliminated, indicating that the side running wind 2a is involved in the underfloor running wind 2b. .

  Next, when comparing the speed distribution in the direction of the rail 3 of the underfloor traveling wind 2b at each position of the sleeper direction Y = 0 mm, 1100 mm, and 1300 mm with the laterally extending portion 21 and the current state, FIG. As shown in c). From the figure, the laterally projecting portion 21 has an effect of reducing the underfloor traveling wind 2b near the ground. In particular, such an effect is conspicuous in a cross section near the center Y = 0 mm of the vehicle 1. Even when Y = 1300 mm, the influence of the underfloor traveling wind 2a is relatively small. On the other hand, in order to reduce the underfloor traveling wind 2b in the portion of the carriage 4, it is effective to provide a cover that covers the opening portion 5 on the vehicle 1 side of the portion where the carriage 4 is provided so that the overhanging portion 21 continues in this portion. It is.

  Here, regarding the fact that the peak of the underfloor traveling wind 2b in the portion of the carriage 4 in the vehicle 1 can be lowered by using the laterally extending portion 21, the evaluation area in the above-described simulation analysis is expanded and output compared with the current state. This will be described with reference to the graph for the underfloor traveling wind 2b shown in FIG. In the present situation shown in FIG. 19 (a), when viewed in the vicinity of the trolley 3, the influence of the side running wind is beginning to increase at the A part 4.5 m after the center of the trolley 3. At this time, since it is considered that the influence of the carriage 2 does not reach the carriage 3 as well, it is estimated that the same phenomenon occurs in the carriage 1 as well. When the same phenomenon occurs in the trolley 1, the underfloor traveling wind 2b starts to increase in the portion B due to the influence of the trolley 1, and the peak overlaps with the influence of the trolley 2. For this reason, in the case of the present condition, a peak larger than the cabin portion appears near the carriage 2 on the front side of the vehicle 1 to be evaluated.

  On the other hand, in the case of the laterally projecting portion 21, a clear peak does not appear in the C portion after the carriage 3 as shown in FIG. This is because the side running wind 2a is prevented from being caught by the laterally projecting portion 21. Therefore, the same situation can be considered for the truck 1 and the influence of the carriage 1 does not overlap with the influence of the carriage 2. The trolleys 1 and 2 have independent waveforms, and the maximum value of the underfloor traveling wind 2b of the trolley part does not increase due to the characteristics of the trolley unit. From the above, when the laterally projecting portion 21 is provided, the underfloor traveling wind 2b of the carriage 4 can be greatly reduced as compared with the current case.

  Moreover, when the maximum value of the underfloor traveling wind 2b at Y = 0 mm, 1100 mm, 1300 mm, 1500 mm, and 1700 mm in the sleeper direction is plotted, it is as shown in FIG. If the laterally projecting portion 21 is provided from the figure, the influence of the four parts of the carriage and the influence of the side running wind 2b involving the underfloor running wind are suppressed, so that the underfloor running wind 2b at Y = 0 mm and 1100 mm is reduced. . As a result, the velocity distribution in the sleeper direction becomes flat at the current minimum value level.

  More specifically, the overhanging portion 21 of the present embodiment is located near the lower part of the downwardly skirted surface in the lower part of the side surface of the railway vehicle 1. As a result, the underwind of the side running wind 2a is strengthened in the vicinity of the skirt-shaped surface on the side of the vehicle, effectively by the partitioning action and the rectifying action of the underfloor side and the anti-underfloor side by the overhanging portion 21 at that position. Suppressing and effectively reducing the underfloor wind and its power and negative pressure. Further, since the skirt-shaped surface on the side surface of the vehicle has a relatively large margin with respect to the vehicle limit, a protruding portion with a sufficient amount of protrusion can be provided without a problem of the vehicle limit.

  Further, as shown in FIG. 21A, the skirt-shaped surface is formed by the side skirt wall 22 of the vehicle 1, and the overhanging portion 21 is provided in almost the entire longitudinal direction where the side skirt wall 22 exists. To do. Further, the side skirt wall 22 windproofs and externally covers the side of the underfloor equipment installation area of the vehicle 1 and is provided over as long as possible in the longitudinal direction of the vehicle 1. In some cases, it can be integrally formed as a raised portion of the side skirt wall 22 itself.

  As shown in FIG. 21 (b), the solid fin type bulge portion 21 has an airfoil shape that is thickened from the bulge end toward the base portion, and the lower surface base portion from the upper surface 21a of the bulge portion 21 through the peeling relaxation curved surface 21b. As a result, the anti-peeling effect is enhanced by the fact that the wing shape is improved and the anti-strength strength is improved, and the side running wind 2a that crosses the upper surface 21a toward the lower floor becomes smoother.

  In addition, the overhanging portion 21 has the upper surface 21a substantially horizontal, and the lower surface 21c is inclined obliquely downward from the overhanging end toward the base, so that the side running wind 2a during vehicle running can be wound under the floor. A side running wind that extends from the upper surface 21a to the lower floor side through the peeling relaxation curved surface 21b while the upper surface 21a of the overhanging portion 21 works strongly with an appropriate restraining force against the flow of the traveling wind 2a entangled to the lower floor side. The degree of approach of the lower surface 21c to 2a is further increased, and the peeling mitigating effect can be further enhanced. Further, since the overhang 21 portion has a substantially streamline shape from the overhang end portion of the upper surface 21a to the base portion of the lower surface 21c, the entire surface extends from the upper surface 21a of the overhang portion 21 to the base portion of the lower surface 21c via the peeling relaxation curved surface 21b. Becomes an airfoil, and the peeling mitigating effect can be further enhanced by further smoothing the separation in the narrow separation space formed between the upper surface 21a and the side running wind 2a that extends below the floor by the streamline shape. Further, the overhanging portion 21 has the upper surface 21a inclined slightly downward from the base toward the overhanging end, so that the side running wind 2a during vehicle running is caught under the floor, and the side running wind 2a is caught under the floor. Worked effectively against the flow. Here, if one embodiment of the overhanging portion 21 is shown, the dimensional relationship shown in FIGS.

  It should be noted that a plurality of overhanging portions 21 may be provided as indicated by phantom lines in FIG. When the number of the overhanging portions 21 is increased, the partitioning action and the rectifying action between the underfloor side and the anti-underfloor side can be enhanced, and it is possible to further suppress the side running wind 2a from being caught under the floor. Accordingly, it is effective when the underfloor traveling wind cannot be sufficiently reduced with a single sheet, or when the amount of overhang required to sufficiently reduce the vehicle exceeds the vehicle limit. In this case, the overhanging portion 21 can have the same overhanging range as long as it does not exceed the vehicle limit, and the overhanging amount can be reduced from the upper side to the lower side as shown in FIG. You can also.

  INDUSTRIAL APPLICABILITY The present invention is practically used for a railway vehicle, and can reduce an underfloor traveling wind itself during traveling of the vehicle and prevent adverse effects on the roadbed and the like.

It is a perspective view which shows the relationship between the flow of the driving | running | working wind with respect to the vehicle of the railway vehicle which concerns on embodiment of this invention, and the driving | running | working wind vector which carried out the simulation analysis by seeing on the vehicle surface of the running wind seen on the ground and the ground surface. It is a simulation analysis figure which shows the speed distribution around the vehicle of a side running wind and an underfloor running wind. It is a simulation analysis figure which shows distribution of a two-dimensional velocity vector when the overhang | projection part provided sideways in order to reduce underfloor running wind is made into a solid fin type, a short plate fin type, and a long plate fin type. It is a simulation analysis figure regarding the pressure distribution corresponding to FIG. It is a graph which shows the speed distribution in the rail direction several places of the underfloor running wind corresponding to FIG. It is a graph which shows distribution of the maximum speed in each part of the sleeper direction corresponding to FIG. It is a graph which shows the velocity distribution of the underfloor traveling wind seen in the rail direction corresponding to Fig.5 (a) when an overhang | projection part is provided in the lowest position of the vehicle side surface as a plate-like fin type. FIG. 8 is a simulation analysis diagram comparing the two-dimensional traveling wind vector corresponding to FIG. 7 and the current one. It is a graph which shows distribution of the maximum speed in each part of the sleeper direction corresponding to FIG. It is a simulation analysis figure which compares and compares the two-dimensional driving | running | working wind vector in the comparative example which provides an overhang part downward, and the present thing. It is a simulation analysis figure of the pressure distribution corresponding to FIG. It is a graph which shows the velocity distribution in the rail direction seen in each part of the sleeper direction with the comparative example of FIG. 10, and the present condition. It is a graph which shows distribution of the maximum speed in each part of the sleeper direction corresponding to FIG. It is a simulation analysis figure which shows the two-dimensional traveling wind vector distribution in each part of a rail direction about a solid fin type sideways overhang | projection part. It is a simulation analysis figure which shows the two-dimensional running wind vector distribution in each part of a rail direction in the present condition corresponding to FIG. It is a simulation analysis figure which shows the pressure distribution corresponding to FIG. It is a simulation analysis figure which shows the pressure distribution corresponding to FIG. It is a graph which shows the velocity distribution of the underfloor traveling wind in the rail direction seen in each part of the sleeper direction between the horizontal solid fin type corresponding to FIGS. 14 and 15 and the current state. It is a graph which shows the speed distribution of the rail direction which expanded the evaluation area | region in simulation analysis and compared and output about the horizontal solid fin type and the present condition. It is a graph which shows distribution of the maximum speed in each part of the sleeper direction corresponding to FIG. FIG. 4 is a side view of a vehicle, an overhang portion shape diagram, and a cross-sectional view of the lower part of the vehicle including the overhang portion showing an example of a solid fin type lateral overhang portion. It is a perspective view which shows the relationship between the flow of the driving | running | working wind with respect to the vehicle of the railway vehicle in the present condition, and the driving | running | working wind vector which carried out the simulation analysis by seeing on the vehicle surface of the running wind seen on the ground, and the ground surface. It is explanatory drawing which shows the conditions of the simulation analysis of a vehicle driving | running | working wind. It is the cross-sectional view and perspective view which show the simulation analysis range of a vehicle running wind. It is a simulation analysis figure which shows distribution of the two-dimensional traveling wind vector and pressure in the rail direction 10m position from the vehicle front end in the present condition. It is a graph which shows the velocity distribution in the rail direction seen in each part of the present sleeper direction corresponding to FIG. It is a graph which shows distribution of the maximum speed in each part of the sleeper direction in the present condition corresponding to FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Vehicle 2a Side running wind 2b Underfloor running wind 3 Rail 4 Bogie 5 Opening part 6 Wheel 21 Overhanging part 21a Upper surface 21b Peeling relaxation curved surface 21c Lower surface 22 Side skirt wall

Claims (9)

A method for reducing under-floor traveling wind of a railway vehicle that reduces traveling wind generated under the floor by traveling of the railway vehicle,
Traveling under the railroad car floor by suppressing the rolling of the side running wind along the side face of the railroad car that travels under the floor along the side face of the railcar by the overhanging part that projects sideways from the lower part of the side surface of the railcar. A method for reducing under-floor traveling wind of a railway vehicle, characterized by reducing wind. An apparatus for reducing under-floor traveling wind of a railway vehicle that reduces traveling wind generated under the floor when the railway vehicle travels,
The side of the railroad car has a laterally extending part that divides the path where the side running wind is caught under the floor into the underside and the anti-underfloor side. An apparatus for reducing under-floor traveling wind of a railway vehicle, wherein a flat upper surface continues to a lower surface through a peeling mitigation curved surface for traveling wind. The apparatus according to claim 2, wherein the overhanging portion is provided near a lower portion of a bottom-shaped surface at a lower side of the side surface of the railway vehicle. The apparatus for reducing under-floor traveling wind of a railway vehicle according to any one of claims 2 and 3, wherein the overhang portion is thickened from the overhang end toward the base portion. The apparatus for reducing underfloor traveling wind of a railway vehicle according to claim 4, wherein the overhanging portion has a substantially horizontal upper surface and a lower surface obliquely downward from the overhanging end toward the base. The apparatus according to claim 5, wherein the overhanging portion has a substantially streamline shape from a peeling relaxation curved surface following the upper surface to a base portion of the lower surface. The apparatus for reducing underfloor traveling wind of a railway vehicle according to any one of claims 2 to 6, wherein the projecting portion has an upper surface inclined slightly downward from the base portion toward the projecting end. 8. The overhang portion according to claim 2, wherein the overhang portion overhangs in the vicinity of a peak position when the side running wind caught in the underfloor reaches the corner portion with the underfloor while increasing the speed. A device for reducing the wind under the floor of railway vehicles. The apparatus according to claim 2, wherein a plurality of projecting portions are provided.

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