JP2008201405A - Train inter-car structure for lower noise - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a train structure in which the inter-car part is closed with an exterior tarpaulin member for reducing noise, capable of reducing the noise generated from the exterior tarpaulin member and lowering the installation height of electric appliances installed on the roof. <P>SOLUTION: The train inter-car structure for reducing noise is configured so that the outer surface position X of tarpaulin segments 3 to be installed between the facing car end faces 1a of railroad cars 1 is set inside the car surface Y and that the ridge edge part of each car end face is formed in a curved surface 2. For the current conditions with the Shinkansen train in which the inter-car part distance D is 300 to 500 mm and the running speed is approximately 300 km/h, the distance H from the car surface to the outer surface position of the tarpaulin segment 3 is set to H=30 to 90 mm and the radius of curvature R of the vertical section of the curved surface 2 is set to R=100 to 200 mm. In the case the exterior tarpaulin member has flat shape, in the roof region, the outer surface position of this flat tarpaulin is set inside (below) the car surface and the ridge edge part of the roof region of the car end face is formed in a curved surface. In the left and the right side-face region, the outer surface of the flat tarpaulin is put identical to the car surface. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a technique for reducing traveling noise generated from an inter-train portion of a train, and particularly assumes a case where the present invention is applied to a high-speed traveling vehicle having a speed of about 300 km / h.

[Definition Items]
In the present application, “front / rear / left / right” refer to front / rear / left / right with respect to the traveling direction of the vehicle, respectively, unless otherwise specified.

  In trains that are configured by connecting multiple vehicles, it is known that the air gaps (cavities) that exist in the space between the vehicles are the source of noise during train travel. Yes. For example, in the train 10 as shown in FIG. 13A, a cavity having a depth from the vehicle surface to the inner holo 30 covering the passage 40 is formed in the inter-vehicle portion 20 between the vehicles 11 and 11. In the case of the Shinkansen, the size of the cavity is the depth T1 of the left and right side surface 11a region is about 1075 mm, the depth T2 of the roof 11b region is about 300 mm, and in FIG. The inter-vehicle distance D between the end surfaces of the vehicles 11 and 11 is about 500 mm.

Conventionally, the following techniques have been proposed as means for reducing noise generated from the inter-vehicle space. That is, as shown in FIG. 14 (A), a technique for closing the inter-vehicle portion 20 with an integrated smoothing holo 50 having a smooth surface, and as shown in FIG. 14 (B), an integrated type for improving rigidity and followability. As shown in FIG. 5C, the hollow member holo 52, 52 having elasticity is mounted on each of the vehicle end faces 11c, 11c facing each other as shown in FIG. This is a technique for closing the cavity of the inter-vehicle portion 20 by abutting the tip portions of 52 and 52. Patent Documents 1 and 2 relate to the smooth holo 50, Patent Document 3 relates to the bellows holo 51, and Patent Document 4 relates to the split holo 52.
JP 2001-171517 A JP 2004-268604 A JP-A-11-198805 Japanese Patent Laid-Open No. 08-133077

  The smooth holo described in Patent Document 1 or 2 (see FIG. 14A) has an excellent noise suppression function, but must be removed from the vehicle or disconnected when dividing the vehicle during train inspection. It is necessary to perform the mounting work again after the inspection work is completed. Therefore, there is a drawback that the maintainability is poor. In addition, when an electrical device such as a power supply cable head is installed in the roof region, it is necessary to provide a predetermined insulation separation between the electrical device and the smooth holo. However, the smooth holo, as a rule, has the same outer surface as the vehicle surface, so electrical equipment such as cable heads must be installed at a high position from the roof. Since the area becomes large, it has been a cause of increasing running noise.

  The bellows holo described in Patent Document 3 (see FIG. 14 (B)) is said to have improved rigidity and followability compared to the smooth holo, but the surface is non-smooth and therefore travels more than smooth holo. It has the disadvantage of loud noise.

  On the other hand, the divided holo described in Patent Document 4 (see FIG. 14C) can divide the vehicle at the time of train inspection without removing it, but the butt portion is uneven, and this unevenness is a noise generation source during train running. Has the problem of becoming.

  The present invention reduces the noise level to the same level as that of a smooth holo when a holo having a non-smooth surface such as a split holo or a bellows holo is adopted as an outer holo member that closes the gap between the vehicles. 1 purpose. A second object is to reduce the noise level by lowering the installation height of the electrical equipment on the roof.

  According to the first aspect of the present invention, the low-noise structure of the inter-vehicle space adopted by the present invention is characterized in that, as described in claim 1, the vehicle end surfaces facing each other between the connected vehicles in the train An outer holo member is mounted in between, and at least the left and right side regions of the inter-vehicle portion formed between the connected vehicles are closed, and the outer surface position of the outer holo member is inward of the vehicle surface. And the ridge edge portion of the vehicle end surface is formed on a curved surface. Although claim 1 mainly assumes the case where the outer holo member has a non-smooth surface such as a divided holo or a bellows holo, it does not preclude application to a smooth holo. Further, it is desirable that the inter-vehicle region where the outer holo member is closed is the entire left and right side regions and the entire roof region, but the left and right side regions and part of the roof region or only the left and right side regions are also possible.

  As for the curved surface formed at the ridge edge portion of the vehicle end surface, when the present Shinkansen vehicle that travels at a speed of about 300 km / h is applied to the present invention, the vertical cross section has a radius of curvature of 100 to 100 as described in claim 2. When formed into a 200 mm arc shape, an excellent effect is obtained.

  Further, depending on the implementation conditions, as described in claim 3, the vertical cross-sectional shape of the curved surface formed at the ridge edge portion may be different between the roof region and the left and right side regions of the vehicle.

  According to a fourth aspect of the present invention, the outer holo member may be a divided holo that is mounted on each of the opposing vehicle end faces and configured to abut on the tip. Alternatively, a bellows holo can be used as described in claim 5.

  Furthermore, when the outer holo member has a non-smooth surface such as a divided holo or a bellows holo, the outer surface position of the outer holo member is set to the vehicle surface when the inter-vehicle distance is 300 to 500 mm as described in claim 6. It is desirable to set 30 to 90 mm inward. However, when the present invention is applied to a train whose inter-vehicle distance is other than 300 to 500 mm, the setting range of the outer surface position of the outer holo member can be appropriately changed as necessary. Further, changing the distance between the outer holo member and the vehicle surface between the left and right regions and the roof region is not prevented.

  In addition, in the structure where the outer holo member is mounted between the vehicle end surfaces facing each other in the train between the connected vehicles, and the roof region and the left and right side regions of the inter-vehicle portion formed between the connected vehicles are closed with the outer holo member. In the case where the outer holo member is a smooth holo that is integrally continuous over the roof area and the left and right side areas in the inter-vehicle area, the outer surface position of the smooth holo is defined in the roof area as described in claim 7. It is preferable to set the inner side of the vehicle surface to be substantially coincident with the vehicle surface in the side surface region, and to form the ridge edge portion of the vehicle end surface in the roof region on the curved surface.

  The present invention is characterized by the low-noise structure of the inter-vehicle space adopted to achieve the second object, as described in claim 8, wherein the outer surface position of the outer holo member in the roof region is the vehicle surface. By making the inner side more inward, the maximum height of the electric device is reduced by the amount by which the reference position of the insulation separation with respect to the electric device installed on the roof is lowered.

  As the basic function of the low-noise structure of the inter-vehicle section according to the first aspect of the present invention is to close the cavity of the inter-vehicle section with the outer holo member, noise generated by resonance of the cavity during train traveling is reduced. Has the effect of preventing. In the present invention, since the outer surface position of the outer holo member provided so as to close at least the left and right side regions of the vehicle is set to be inward of the vehicle surface, air flow (running wind) generated during vehicle travel However, it has less influence on the outer holo member surface. In other words, when the outer holo member is a bellows holo or a split holo, the airflow that collides with the unevenness on the surface of the bellows holo and the unevenness formed at the abutting part between the tip ends of the split holo decreases (or the collision speed decreases) Is considered). And since the ridge edge part of the vehicle end surface was formed in the curved surface, peeling of the air in the said ridge edge part is suppressed. As a result of these synergistic effects, even when using an outer holo member with a non-smooth surface such as bellows or split holo, the noise level during train travel can be reduced to the same level as when using a smooth holo. . The present invention that adopts a characteristic configuration in which the outer surface position of the outer holo member is inward of the vehicle surface and at the same time the ridge edge portion of the vehicle end surface is formed on a curved surface is limited to the divided holo and the bellows holo. In addition, it can effectively act on the outer holo member whose surface other than these is non-smooth and also when the smooth holo is adopted.

  If the shape of the curved surface formed on the ridge edge portion of the vehicle end surface is formed into a shape in which the vertical cross section is an arc having a curvature radius of 100 to 200 mm, the application target of the present invention is the current Shinkansen In the case of a train that travels at a speed of about 300 km / h as described above, an excellent noise reduction effect can be obtained. If the curvature radius is less than 100 mm, it is difficult to sufficiently exhibit the noise reduction effect by suppressing separation of the air flow. If the radius of curvature exceeds 200 mm, the air flow enters the inside of the cavity and the amount of collision with the surface of the outer holo member increases, and there is a risk of generating noise from the surface irregularities of the bellows holo or the concavities and convexities of the buttocks of the divided holo. . In addition, when the application conditions of this invention differ, such as when a train travel speed exceeds 300 km / h, it does not prevent changing the range of the curvature radius employ | adopted suitably.

  When carrying out the present invention, various devices such as current collectors are installed on the vehicle roof, and the noise generated from the ridgeline of the roof area is compared to the noise in the side area. Considering that the influence on the vehicle is small, the vertical cross-sectional shape of the curved surface formed at the ridge edge may be different between the roof region and the left and right side regions of the vehicle. Thereby, since the application condition of this invention becomes loose, implementation to various vehicles becomes easy. For example, for the roof area, in order to prioritize the securing of the insulation separation, the cross-sectional shape is an arc having a different radius of curvature from the side area, or a form formed from a plurality of smoothly connected arcs. Can be considered.

  As described in claim 4, when the outer holo member is a divided holo, the vehicle can be easily divided and connected, and the effect of excellent maintainability is exhibited. Alternatively, as described in claim 5, when the outer holo member is a bellows holo, followability and rigidity can be improved.

  When a non-smooth holo such as a divided holo or a bellows holo is used for the outer holo member, as described in claim 6, when the inter-vehicle distance is 300 to 500 mm, the outer surface position of the outer holo member is If the configuration is set to be 30 to 90 mm inward from the vehicle surface, it is possible to provide an extremely effective noise reduction structure for a train that travels at a high speed of 300 km / h like the current Shinkansen. When the distance from the vehicle surface to the outer surface position of the outer holo member is less than 30 mm, the ratio of the air flow colliding with the non-smooth outer holo member surface during train traveling increases, and a sufficient noise reduction effect is obtained. There is no possibility. Therefore, the distance is set to 30 mm or more. If the distance is within 90 mm, the inter-space cavity is relatively shallow, so there is no possibility of generating resonance. In addition, the outer holo member can be provided with a fall prevention function by setting the outer surface position of the outer holo member to a relatively shallow position within 90 mm from the vehicle surface.

  According to a seventh aspect of the present invention, when the outer holo member is a smooth holo that is integrally continuous over the roof area and the left and right side areas of the inter-vehicle area, the outer surface position of the smooth holo is the vehicle surface. If they are set so as to be approximately the same, an excellent noise reduction effect can be achieved as compared with the case where they are installed inward from the vehicle surface.

  Further, the inter-vehicle structure according to the present invention is such that the outer holo member is a non-smooth holo such as a divided holo or a bellows holo or a smooth holo, as described in claim 8. By making the outer surface position inward from the vehicle surface, it is possible to reduce the maximum height of the electric device by the amount that the reference position of the insulation separation with respect to the electric device installed on the roof is lowered. . As a result, since the cross-sectional area of the electric device such as the cable head is reduced, the aerodynamic noise derived from the electric device such as the cable head is reduced, which contributes to noise reduction during traveling of the train and mitigation of an adverse effect on the railroad environment.

[First Embodiment]
FIG. 1 shows an embodiment in which the noise reduction structure according to the present invention is applied to an inter-vehicle portion of a Shinkansen vehicle, and the outer holo member is divided into holo members 3 and 3. ) Is a plan sectional view schematically showing the structure of the main part of the inter-vehicle part G, and FIG. 5B is a schematic front view showing one vehicle end face 1a. As shown in the drawing, at the vehicle end surfaces 1a and 1a facing the front and rear of the connected vehicles 1 and 1, respectively, at least the left and right side surface regions 1b and the ridge edges of the roof region 1c excluding the carriage portion and the bottom surface portion. Are attached to the inner side of the vehicle surface Y. Further, at least the left and right side surface regions 1b and the roof region 1c at the ridge edges of the vehicle end surfaces 1a and 1a are formed with curved surfaces 2 and 2 whose vertical sections are arcuate.

  The curved surface 2 is formed so as to continue smoothly from the surface of the vehicle 1. In addition, when the application target is a Shinkansen and the distance D between the inter-vehicle portions G is 500 mm, it is desirable to set the curvature radius R of the curved surface 2 in the range of 100 to 200 mm. By the way, the distance range S from the vehicle end surface 1a in which the curved surface 2 can be formed is limited by the relationship with a structure such as the door 4 provided in the vehicle 1. For example, in the case of the 700 series Shinkansen, the position of the side sliding door closest to the vehicle end surface 1a is 160 mm from the vehicle end surface 1a, so this is the maximum value of S. When S = 160 mm and the distance h from the vehicle surface of the end surface of the curved surface 2 (shown by a broken line in FIG. 1A) is 30 mm as will be described later, the radius of curvature R of the curved surface 2 becomes the maximum. In design, R = about 280 mm is possible. That is, in the current vehicle, the curvature radius R of the curved surface 2 is set to 100 to 200 mm in principle. However, if there is a change in the inter-vehicle distance D or the vehicle body configuration, the numerical range of the curvature radius R that can be adopted. Can be changed within a range up to R = 280 mm. Further, if the distance S from the vehicle end such as the door 4 changes, the maximum value of the radius of curvature that can be adopted also changes accordingly. In consideration of such design conditions, an optimal radius of curvature may be employed.

  By the way, the form of the curved surface 2 can also be made different between the left and right side surface regions 1b and the roof region 1c of the vehicle 1. Specifically, different curvature radii R are adopted, or, as illustrated in FIG. 2, two arcs 2a, 2b having different curvature radii R1, R2 or more arcs having different curvature radii. It is conceivable to adopt the curved surface 2 in a form in which the two are smoothly connected.

  About the form and material of the division | segmentation holo 3, the same thing as before can be used. That is, it is made of a material having elasticity and wear resistance, such as rubber, synthetic rubber, plastic, and the like, and its cross section is a substantially U-shaped hollow body as shown in the drawing. The vehicle end surface 1a is attached with a bolt or the like. As shown in FIG. 1A, the present invention is characterized in that the mounting position of the divided holo 3 is set so that the outer surface position X is inward of the vehicle surface position Y. The distance H from the vehicle surface to the outer surface of the divided holo 3 is H = 30 to 90 mm in the case of the current Shinkansen. If it is less than 30 mm, the traveling wind may collide with the divided holos 3 and 3 and the noise level generated from the unevenness of the butted portion 3a may increase, so h ≧ 30 mm. On the other hand, by setting H ≦ 90 mm, the resonance sound of the cavity can be suppressed, and the divided holographic hogs 3 and 3 can be provided with a function of preventing falling to the inter-vehicle space G. When the radius of curvature R of the curved surface 2 is 100 to 200 mm and the outer surface position of the divided holo 3 is H = 30 to 90 mm from the vehicle surface as described above, the mounting position of the divided holo 3 is the curved surface 2. In the middle of the arc. That is, the vertical cross section of the curved surface 2 is an arc less than a quarter circle.

  In addition, when the train passes through the track curve part or when passing through the point, an inter-vehicle deviation occurs. If the mounting position of the divided horo 3 and 3 is within 90 mm from the vehicle surface, the unevenness caused by the deviation in the abutting part 3a. The level difference is 30 mm or less, which is considered to be an allowable range.

  As described above, according to the present invention, as a result of setting the mounting position of the divided horo 3 and 3 inward from the vehicle surface, as illustrated in FIG. 3, the cable heads 5 and 5 for supplying power to the vehicle roof 1c When the electrical equipment such as the above is provided, the maximum height of the cable heads 5 and 5 necessary for securing the insulation separation can be reduced as compared with the conventional case. That is, conventionally, when a smooth holo is used, it is necessary to make the cable heads 5 and 5 higher because the outer surface is mounted so as to be flush with the vehicle surface. On the other hand, according to the present invention, since the mounting position of the divided holo 3 and 3 is lower than the conventional position, the height of the cable heads 5 and 5 can be reduced accordingly, and as a result, the cross-sectional area of the cable heads 5 and 5 is reduced. The effect of reducing noise derived from the cable heads 5 and 5 is exhibited.

  In this example, the case where the divided horo 3 and 3 are used as the outer holo member is described. However, even if the present invention is applied to the noise reduction structure by the bellows holo, the same effect can be obtained. is there. That is, the present invention functions effectively for the outer holo member having a non-smooth surface form.

[Second Embodiment]
FIG. 4 shows an embodiment of a noise reduction structure for an inter-vehicle portion according to the present invention when the outer holo member is a smooth holo 6, and FIG. 4 (A) is a side view of the main part, FIG. ) Is a front view of the vehicle end. The smooth holo 6 that closes the inter-vehicle portion G conventionally closes the left and right regions and the roof region of the inter-vehicle portion integrally and continuously, and the outer surface position coincides with the surface of the vehicle 1 over the entire circumference. Is set. On the other hand, in this example, as shown in FIG. (B), for the roof region 1c of the vehicle 1, the outer surface position of the smooth holo 6 is set to be inward of the vehicle surface (roof), and the vehicle end surface The feature is that the ridge edge 1a is formed on the curved surface 2. In addition, about the left-right side surface area | region 1b, 1b of the vehicle 1, the outer surface of the smooth holo 6 shall be made to correspond with the vehicle surface similarly to the past.

  Assuming that the present embodiment is applied to the current Shinkansen, the distance H from the vehicle surface (roof) to the outer surface H = 100 to 200 mm and the curvature radius R = 100 of the curved surface 2 with respect to the inter-vehicle distance D = 500 mm. It is desirable to set in the range of ~ 200 mm. However, these numerical values do not preclude changing as appropriate according to changes in the vehicle body configuration or the like.

  As shown in FIG. 4 (A), when an electrical device such as cable heads 5 and 5 is installed on the roof, the outer surface position of the smooth holo 6 in the roof region 1c is located on the inside of the vehicle surface as in this example. By lowering the height position of the smooth holo 6 from the conventional level, the maximum height of the electrical equipment such as the cable head 5 required for securing the insulation separation can be lowered. Is possible. As a result, since the electrical equipment such as the cable head 5 is reduced, the aerodynamic sound derived from the electrical equipment such as the cable head 5 is reduced, the noise during traveling of the train is reduced, and the adverse effect on the railway environment can be reduced. Is done.

(Test 1)
In order to confirm the effect of the present invention, a wind tunnel test was conducted using an 1/8 scale model. The test 1 corresponds to the first embodiment and uses a split holo as the outer holo member. The external dimensions of the model, the installation status of the model, the mounting position of the outer holo member (divided holo), and the arrangement of the omnidirectional microphone M1 for noise measurement are as shown in FIGS. 5 (A) to (C). Yes (the unit of numerical values in the figure is mm) That is, the model has a total length of 4445 mm, a width of 420 mm, and a height of 435 mm, and an inter-vehicle portion having a spacing dimension of 62.5 mm is formed at a position 3585 mm from the tip. The distance H from the vehicle surface of the outer holo member provided in the space between the vehicles was changed in the range of 0 to 11.25 mm in the roof region and the left and right side regions, and was 116.25 mm in the bottom region. The distance between the model and the wind tunnel is 700 mm, and the wind speed is 300 km / h. The omnidirectional microphone M1 was arranged 3750 mm from the front end of the vehicle, 3125 mm laterally from the center line dividing the vehicle in the width direction, and at the same height as the bottom of the vehicle body.

  As shown in FIGS. 6 (A) to 6 (C), the test is performed when the distance H (unit: mm) from the surface of the vehicle 1 to the divided holo 3 is changed, and as shown in FIGS. 6 (D) to (F). Thus, each noise level (unit dB) was measured by appropriately combining the case where the curvature radius R (unit mm) of the curved surface 2 formed on the ridge edge of the vehicle 1 was changed. FIG. 7 shows numerical values obtained by converting the measurement results into actual vehicles.

  From the table of FIG. 7, the distance H = 30 to 90 mm and the radius of curvature R = 100 to 200 mm compared with the conventional state (H = 0, R = 0) in which the divided holo is mounted so as to coincide with the vehicle surface. It can be seen that when the range is set, a significant noise reduction effect is brought about.

(Test 2)
This test corresponds to the second embodiment, that is, using an integrated smoothing holo as an outer holo member, and the outer surface position of the smoothing holo is set to be higher than the vehicle surface (roof) only for the roof region. In the case where the outer surface of the smooth holo is made to coincide with the vehicle surface, the wind tunnel test was performed under the same conditions using the same 1/8 scale model as in Test 1. It was. Numerical values of the measurement results converted into actual vehicles are shown in FIG. 8 (unit dB). In the table of FIG. 8, H = 1075 mm corresponds to a state in which the cavity in the inter-vehicle portion is not covered with the outer holo member.

  From the table of FIG. 8, in the case of the smooth holo, it is considered that the most excellent noise reduction effect is exhibited when the outer surface is mounted so as to coincide with the vehicle surface (H = 0, R = 0). By setting the distance H = 100 to 200 mm and the radius of curvature R = 100 to 200 mm, the noise reduction is completely inferior to that in the state of matching with the vehicle surface (H = 0, R = 0). It can be seen that the effect is achieved. Therefore, by adopting the present invention, when a smooth holo is used as the outer holo member, an increase in noise is suppressed even if the height position of the smooth holo is set lower than the vehicle surface (roof) for the vehicle roof region. It is understood that it can be done.

(Test 3)
When an integrated bellows holo was used as the outer holo member, a wind tunnel test was performed under the same test conditions using the same 1/8 scale model as in Test 1. The numerical value of the measurement result converted into an actual vehicle is shown in FIG. 9 (unit dB). From the table of FIG. 9, the present invention is applied to the outer holo member having a non-smooth surface such as a bellows holo, the outer surface is set inward of the vehicle, and a curved surface is formed at the edge of the vehicle end surface. (H = 60mm, R = 100mm), it is understood that the noise reduction effect that is superior to the state (H = 0, R = 0) in which the outer surface is matched with the vehicle surface is demonstrated. Is done.

(Test 4)
The present invention was applied to an actual vehicle (Shinkansen vehicle), and a test was performed to measure the noise level generated from the inter-vehicle area during traveling. In this test, the outer holo member is a smooth holo, its outer surface position is set inward from the vehicle surface, and a curved surface is formed at the ridge edge of the vehicle. In this example, the outer surface of the smooth holo is set on the inner side of the vehicle surface in both the left and right regions and the roof region of the inter-vehicle space. The curved surface was formed by attaching an attachment having an arc cross section to the ridge edge of the vehicle end surface. The distance H from the vehicle surface to the divided holo is 90 mm, and the curvature radius of the curved surface is R = 100 mm. The inter-vehicle distance is the gap distance between attachments, and the inter-vehicle distance D = 300 mm. The comparison target is a divided holo mounted with its outer surface position aligned with the vehicle surface. The noise measurement was performed at three different locations, and was performed with a super-directional microphone arranged 25 m laterally from the intermediate position in the width direction of the rail, and the peak value of the noise level was detected. The measurement results are shown in FIG.

  From the table of FIG. 10, it can be seen that the structure of the present invention in which the smooth holo is installed inward from the vehicle surface and the curved surface is formed at the ridge edge of the vehicle can reduce the peak value of the noise level. That is, it is effective for noise reduction. In addition, since the height position of an outer side holo member becomes low in a roof area | region, this invention structure has the advantage which can reduce the installation height of an electric equipment.

(Test 5)
Next, in place of the smooth holo in Test 4, the structure of the present invention in which the outer holo member was a divided holo was applied to an actual vehicle (Shinkansen vehicle), and a test for measuring the noise level during running was performed. The outer surface position of the divided holo is set inward from the vehicle surface in the left and right regions and the roof region of the inter-vehicle space. Also in this test, the curved surface of the ridge edge of the vehicle was formed by attaching an attachment having an arc cross section to the ridge edge of the vehicle end surface. The distance H from the vehicle surface to the divided holo is 90 mm, the radius of curvature R of the curved surface formed at the ridge edge of the vehicle is 100 mm, and the inter-vehicle distance (attachment gap distance) is D = 300 mm. The comparison object is a smooth holo mounted with its outer surface position matched to the vehicle surface. As in Test 4, noise measurement was performed at three different locations, and the peak value of the noise level was detected by a super-directional microphone arranged 25 m laterally from the intermediate position in the width direction of the line. The measurement results are shown in FIG.

  From the table of FIG. 11, it can be seen that there is no great difference in measured values between the comparative example and the inventive example. Since the comparative example in which the smooth holo is mounted so as to coincide with the vehicle surface is considered to be very effective in reducing the noise level, the example of the present invention is also recognized as an effective structure for reducing noise. Moreover, since the present invention is a divided holo, maintenance of the vehicle is easy. Furthermore, since the height position of the divided holo is lowered in the roof region, there is an advantage that the installation height of the electric device can be reduced.

(Test 6)
This test uses the 1/8 vehicle model listed in Test 1, uses a split holo as the outer holo member, sets the outer surface position of the split holo inward from the vehicle surface, and the ridge edge of the vehicle. A wind tunnel test was conducted under the condition that the curved surface was formed and the maximum height of the cable head was lowered in accordance with the displacement distance from the vehicle surface of the split holo to the inside, and the noise level was measured. Specifically, in FIG. 12A, (1) the distance H = 6.25 mm from the vehicle surface of the outer surface of the divided holo (50 mm in terms of actual vehicle), the radius of curvature R of the curved surface of the vehicle ridge edge = When the height of the cable head CH is lowered by L = 6.25 mm (50 mm in terms of actual vehicle) from the standard position when it is 6.25 mm (50 mm in terms of actual vehicle), and (2) the outer surface of the divided holo When the distance H from the vehicle surface is 12.5 mm (100 mm in terms of actual vehicle) and the curvature radius R of the curved surface of the vehicle ridge edge is 12.5 mm (100 mm in terms of actual vehicle), the height of the cable head CH is When it was lowered by L = 12.5 mm (100 mm in terms of actual vehicle) from the standard position, the noise level was measured for each.

  By the way, in the latter case where the height of the cable head CH is lowered by L = 12.5 mm (100 mm in terms of an actual vehicle), an area that interferes with the insulation separation of the cable head occurs on the curved surface of the vehicle. Therefore, in this example, as shown in FIGS. 12B and 12C, a notch K is formed on the curved surface. That is, a cutout portion K was formed by cutting out a range of 108.75 mm in width (870 mm in terms of an actual vehicle) from the upper end to the lower end of the curved surface at the center of the curved surface.

  The comparison object is provided with a smooth holo with an outer surface coinciding with the vehicle surface in the inter-vehicle space. In the comparative example, the length of the smooth holo is 62.5 mm (500 mm in actual vehicle conversion), whereas in the present invention example, the distance between the starting points D of the curved surfaces on the opposite end surfaces of the vehicle is 62.5 mm (in actual vehicle conversion). 500 mm). The noise measurement conditions by the wind tunnel are the same as in Test 1. The numerical values obtained by converting the measurement results into actual vehicles are shown in FIG.

  As understood from the table of FIG. 12, by adopting the present invention, the height of electrical equipment such as a cable head can be reduced, and as a result, even if a divided holo is employed, it is smooth so as to coincide with the vehicle surface. It is possible to provide a noise reduction structure that exhibits an effect superior to that of a conventional structure equipped with a holo.

FIG. 1A relates to a first embodiment of the present invention, and FIG. 1A is a plan sectional view schematically showing a main part of an inter-vehicle space, and FIG. 1B is a front view showing a schematic configuration of a vehicle end surface. FIG. 5 is a plan sectional view schematically showing a main part of the inter-vehicle part, which is related to a different aspect related to the first embodiment of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a partially cross-sectional side view schematically illustrating a main part of an inter-vehicle space for explaining an effect based on the present invention. FIG. 4A is a side view schematically showing the main part of the inter-vehicle space, and FIG. 2B is a front view showing the schematic configuration of the vehicle end surface. It is for demonstrating the point of implementation of the wind tunnel test using 1/8 model, Comprising: FIG. (A) is a top view which shows a model installation condition, FIG. (B) is a side view which shows a model installation condition, FIG. (C) is a front view which shows the vehicle end surface cut in the cc line of FIG. (A). It is plane sectional drawing which shows the principal part of the space part for demonstrating a wind tunnel test procedure, Comprising: FIG. (A)-(C) shows the case where the mounting position of a division | segmentation holo is changed, FIG. (D)-( F) shows a case where the curvature radius of the curved surface is changed. It is a plane sectional view showing the important section of the table structure which shows the measurement result (actual vehicle conversion) of test 1, and the change factor in a test for displaying the change factor in a test. It is a table | surface sectional drawing which shows the principal part of the table | surface which shows the measurement result (real vehicle conversion) of Test 2, and the change factor in a test for displaying the change factor. It is a plane sectional view which shows the principal part of the table | surface which shows the measurement result (actual vehicle conversion) of Test 3, and the inter-vehicle part structure for displaying the change factor in a test. It is the table | surface which shows the measurement result of Test 4, and a plane sectional view which shows roughly the principal part of the inter-vehicle part structure used for the test. It is the table | surface which shows the measurement result of Test 5, and the plane sectional view which shows roughly the principal part of the inter-vehicle part structure used for the test. FIG. (A) is a side view schematically showing the main part of the inter-vehicle space structure used in the test, and FIG. (B) is a side view of a vehicle ridge edge portion where a notch is formed on a curved surface. The figure and figure (C) are the front views of the vehicle both edge part which formed the notch part in the curved surface, and figure (D) is a table | surface which shows a measurement result. Fig. (A) is a side view showing a part of the current Shinkansen, Fig. (B) is a front view schematically showing the end surface of the vehicle facing the inter-vehicle portion, and Fig. (C) is a side view showing the main part of the inter-vehicle portion. It is. It is a plane sectional view schematically showing a conventional example related to a noise reduction structure in an inter-vehicle space. FIG. (A) relates to a smooth holo, FIG. (B) relates to a bellows holo, and FIG. (C) relates to a divided holo. is there.

Explanation of symbols

D: Distance between the vehicles G: Distance between the vehicles H: Distance from the vehicle surface to the outer holo member R ... Radius of curvature 1 ... Vehicle 1a ... Vehicle end surface 1b ... Vehicle side region 1c ... Vehicle roof region 2 ... Curved surface 3 ... Division Holo 5 ... Cable head 6 ... Smooth holo

Claims (8)

A structure in which an outer holo member is mounted between the vehicle end faces of the train that are connected to each other in the train to close at least the left and right side regions of the inter-vehicle space formed between the connected vehicles. A noise reduction structure for an inter-vehicle portion, wherein the outer surface position of the vehicle is set to be inward of the vehicle surface, and the ridge edge portion of the vehicle end surface is formed as a curved surface. The structure for reducing noise in the inter-vehicle portion according to claim 1, wherein the curved surface formed at the ridge edge portion of the vehicle end surface is an arc having a vertical cross section of a curvature radius of 100 to 200 mm. 3. The inter-vehicle portion according to claim 1, wherein a curved surface is provided at a ridge edge between the roof region and the left and right side regions of the vehicle end surface, and the vertical cross-sectional shape of the curved surface is different between the roof region and the left and right side regions. Low noise structure. 4. The low-noise structure for an inter-vehicle portion according to claim 1, wherein the outer holo member is a divided holo that is mounted on each end face of the vehicle and is configured to abut the tip portion. 5. The noise reduction structure for an inter-vehicle section according to any one of claims 1 to 3, wherein the outer holo member is a bellows holo. The structure for reducing noise in the inter-vehicle portion according to claim 4 or 5, wherein when the gap distance between the inter-vehicle portions is 300 to 500 mm, the outer surface position of the outer holo member is 30 to 90 mm inward from the vehicle surface. This is a structure in which an outer holo member is mounted between the opposite end surfaces of the connected vehicles in the train and the roof region and the left and right side regions of the inter-vehicle space formed between the connected vehicles are closed by the outer holo member. The outer holo member is a smooth holo that is integrally continuous over the roof area and the left and right side areas of the inter-vehicle area, and the outer surface position of the smooth holo is inward of the vehicle surface in the roof area, and in the side area A low-noise structure for an inter-vehicle portion, which is set so as to substantially coincide with a vehicle surface, and a ridge edge portion of a vehicle end surface in a roof region is formed as a curved surface. By making the outer surface position of the outer holo member in the roof area inward from the vehicle surface, the maximum height of the electric device is increased by the amount that the reference position of the insulation separation with respect to the electric device installed on the roof is lowered. The structure for reducing noise in an inter-vehicle section according to any one of claims 1 to 7, wherein the structure is reduced.