JP2010018136A - Railroad vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a railroad vehicle with an outer hood, capable of suppressing noises during travel while assuring durability thereof. <P>SOLUTION: In the railroad vehicle 1, on the outer hood 100 arranged in the vehicle 2r on the rear side in a traveling direction, a travel wind is made to flow smoothly along a first curved surface section 110 and a second curved surface section 120, and the travel wind made to flow along the first curved surface section 110 is smoothly introduced to the side surface 2cr of the vehicle 2r. Thus, the noises (wind noises) during the travel of the railroad vehicle 1 can be suppressed without interference with the flow of the travel wind. Moreover, on the outer hood 100 arranged in the vehicle 2f on the front side in the traveling direction, the flow of the travel wind can be forcibly separated from the surface of the outer hood 100 at an inflexion section 130, and therefore, the noises (wind noises) can be suppressed without leading in the travel wind largely to the inner side rather than the side surface 2c of the vehicle 2. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a railway vehicle, and more particularly, to a railway vehicle provided with an outer hood capable of suppressing noise during traveling while ensuring durability.

Conventionally, railway vehicles have been provided with a hood between the vehicles in order to suppress noise (wind noise) during traveling. This hood is generally composed of an inner hood that covers a connecting path between vehicles and an outer hood that is provided outside the inner hood and covers a gap between vehicles. With regard to such an outer hood, for example, Patent Document 1 discloses an outer hood that is mounted on a vehicle edge portion facing each other at a connecting portion of a railway vehicle and covers the vehicle connecting portion with a pair of outer hood forming members that abut each other. It is disclosed.
JP 2007-55384 A

  However, the outer hood disclosed in Patent Document 1 described above has a configuration in which a pair of outer hood forming members are in contact with each other. The vehicle posture with the side vehicle changes relatively, and each time the pair of outer hood forming members interfere with each other and deform. For this reason, there was a problem that the durability of the outer hood decreased.

  On the other hand, when the pair of outer hood forming members are separated from each other, the problem of durability is solved, but the traveling wind generated when the railway vehicle runs is between the pair of outer hood forming members. There was a problem that the noise and wind noise increased.

  The present invention has been made to solve the above-described problems, and an object thereof is to provide a railway vehicle including an outer hood that can suppress noise during traveling while ensuring durability. Yes.

  In order to solve this object, a railway vehicle according to claim 1 is formed by connecting a plurality of vehicles, while projecting on the end face of the vehicle and facing each other between the vehicles connected to each other. Each of the pair of outer hoods includes a pair of outer hoods that are spaced apart from each other, and each of the pair of outer hoods is formed in the same shape, and the outer hood is formed on a vehicle outer surface that intersects the wife surface. A first curved surface portion that is provided continuously; a second curved surface portion that is provided continuously with the first curved surface portion; and an inflection portion that connects the first curved surface portion and the second curved surface portion. The curved surface portion is inscribed in an imaginary line extending in an imaginary line extending from the outer surface of the vehicle and includes a normal line of the outer surface of the vehicle. An outwardly convex arc shape is formed in a cross section including a normal line of the outer surface, and the inflection portion is formed on the outer surface of the vehicle. It is formed in a shape that is convex inward in the cross section including the normal.

  The railway vehicle according to claim 2 is the railway vehicle according to claim 1, wherein the inflection portion is formed in an arc shape convex inward in a cross section including a normal line of the outer surface of the vehicle. And a tangent at a connection point between the second curved surface portion and a virtual line extending from the outer surface of the vehicle.

  The railway vehicle according to claim 3 is the railway vehicle according to claim 1 or 2, wherein a radius of the first curved surface portion in a cross section including a normal line of the vehicle outer surface includes a normal line of the vehicle outer surface. It is set larger than the radius of the second curved surface portion in the cross section.

  According to the railway vehicle of the first aspect, the pair of outer hoods are arranged apart from each other while facing each other of the vehicles connected to each other. For example, the railway vehicle runs on a curve. Even when the vehicle postures of the front vehicle and the rear vehicle in the traveling direction of the railway vehicle change relative to each other as in the case, the pair of outer hoods are prevented from interfering with each other and deforming. be able to. Therefore, there is an effect that the durability of the outer hood can be ensured.

  In addition, since the pair of outer hoods are formed in the same shape, the structure is simplified by using the outer hood provided in the vehicle on the front side in the traveling direction and the outer hood provided in the vehicle on the rear side in the traveling direction as a common part. There is an effect that can be achieved.

  By the way, as described above, when the pair of outer hoods are arranged apart from each other, the traveling wind generated when the railway vehicle travels first flows along the vehicle outer surface of the vehicle on the front side in the traveling direction. After that, it flows along the surface of the outer hood provided on the vehicle in the front side in the traveling direction, and once peels from the surface of the outer hood. Then, it again collides with the outer hood provided on the vehicle on the rear side in the traveling direction, flows along the surface of the outer hood, and then flows along the outer surface of the vehicle on the rear side in the traveling direction.

  In this case, according to the railway vehicle of the first aspect, the outer hood is connected to the outer surface of the vehicle that intersects the wife's face of the vehicle and is inscribed in an imaginary line that extends the outer surface of the vehicle. Since the first curved surface portion formed in an outwardly convex arc shape in the cross section including the normal line of the surface is provided, in the outer hood provided on the vehicle on the rear side in the traveling direction of the pair of outer hoods, The wind can smoothly flow along the first curved surface portion, and the traveling wind that has flowed along the first curved surface portion can be smoothly guided to the outer surface of the vehicle.

  Here, as for noise (wind noise), when there is an obstacle (for example, an end of the outer surface of the vehicle) on the path of the traveling wind, the traveling wind collides with the obstacle and the flow is disturbed. As a result, pressure fluctuations occur, and the pressure fluctuations are generated by acting on a solid wall (for example, a vehicle wife surface or a vehicle outer surface) existing around an obstacle. That is, noise (wind noise) is generated by obstructing the flow of the traveling wind.

  On the other hand, according to the present invention, the traveling wind can be smoothly flowed along the first curved surface portion, and the traveling wind flowed along the first curved surface portion is smoothly guided to the outer surface of the vehicle. Therefore, there is an effect that noise (wind noise) can be suppressed during traveling of the railway vehicle without disturbing the flow of the traveling wind.

  In addition, the outer hood is provided with a second curved surface portion that is connected to the first curved surface portion and is formed in an outwardly convex arc shape in a cross section including the normal line of the vehicle outer surface. In the outer hood provided in the vehicle on the side, the traveling wind can flow smoothly along the second curved surface portion. Therefore, as in the case of the first curved surface portion, there is an effect that noise (wind noise) can be suppressed without disturbing the flow of the traveling wind.

  Furthermore, since the outer hood includes the inflection portion that is formed in a shape that protrudes inward in a cross section including the normal line of the outer surface of the vehicle while connecting the first curved surface portion and the second curved surface portion. The surface shape of the connecting portion between the first curved surface portion and the second curved surface portion can be changed. Of the pair of outer hoods, the outer hood provided on the vehicle on the front side in the traveling direction of the railway vehicle, The flow of the traveling wind flowing along can be forcibly separated from the surface of the outer hood at the inflection part.

  Here, as described above, the outer hood provided in the vehicle on the rear side in the traveling direction has the above-described shape (the vehicle outer surface method) in order to suppress noise (wind noise). It is desirable that the cross section including the line is formed in an arc shape convex outward. On the other hand, the outer hood provided in the vehicle on the front side in the traveling direction draws the traveling wind inward from the outer surface of the vehicle when the first curved surface portion and the second curved surface portion are formed in the above-described shape, and the amount of pull-in is large. In some cases, noise (wind noise) may be increased.

  That is, when the first curved surface portion and the second curved surface portion are formed in the above-described shape, the traveling wind flows along the first curved surface portion and the second curved surface portion even in the outer hood provided in the vehicle on the front side in the traveling direction. Therefore, the traveling wind is drawn inward from the outer surface of the vehicle, and the drawn traveling wind needs to be discharged to the outer side from the outer surface of the vehicle again. In this case, the volumetric flow rate of the traveling wind to be discharged increases as the drawing amount increases, so that the larger the drawing amount, the larger the pressure fluctuation in the discharge section, and as a result, the noise (wind noise) also increases.

  On the other hand, according to the present invention, since the flow of the traveling wind can be forcibly separated from the surface of the outer hood at the inflection portion, the traveling wind can be largely drawn inward from the outer surface of the vehicle. And there is an effect that noise (wind noise) can be suppressed.

  As described above, the performance required for the outer hood provided in the vehicle on the rear side in the traveling direction and the performance required for the outer hood provided on the vehicle on the front side in the traveling direction are in a contradictory relationship. For example, while a pair of outer hoods are formed in the same shape as each other to simplify the structure, the performance required for the outer hood provided in the vehicle on the rear side in the traveling direction and the outer hood provided in the vehicle on the front side in the traveling direction Therefore, there is an effect that noise (wind noise) can be suppressed while satisfying the performance required for the system.

  According to the railway vehicle according to claim 2, in addition to the effect produced by the railway vehicle according to claim 1, the inflection part is formed in an arc shape convex inward in a cross section including the normal line of the vehicle outer surface, Since the tangent at the connection point between the inflection part and the second curved surface part intersects with the virtual line extending the outer surface of the vehicle, the inflection part is provided in the outer hood provided on the vehicle in the forward direction of travel. The traveling wind that is peeled off from the surface of the outer hood can be peeled away from the outer surface of the vehicle. Therefore, there is an effect that it is possible to efficiently suppress the noise (wind noise) by suppressing the traveling wind from being drawn inward from the outer surface of the vehicle.

  According to the railway vehicle of the third aspect, in addition to the effect exhibited by the railway vehicle according to the first or second aspect, the radius of the first curved surface portion in the cross section including the normal line of the outer surface of the vehicle is the modulus of the outer surface of the vehicle. Since the radius of the second curved surface portion in the cross section including the line is set larger than the radius of the second curved surface in the outer hood provided in the vehicle on the rear side in the traveling direction, the flow velocity of the traveling wind flowing along the first curved surface portion is set. It can be made smaller than the flow velocity of the traveling wind flowing along the section.

  Here, since the first curved surface portion is close to an imaginary line obtained by extending the outer surface of the vehicle with respect to the second curved surface portion, the flow path of the traveling wind flowing along the first curved surface portion is along the second curved surface portion. It becomes narrower than the flow path of the flowing traveling wind. For this reason, when traveling wind of the same volume flow flows along the first curved surface portion and the second curved surface portion, the flow velocity of the traveling wind flowing along the first curved surface portion flows along the second curved surface portion. It becomes larger than the flow velocity of the running wind.

  On the other hand, according to the present invention, the flow velocity of the traveling wind that flows along the first curved surface portion can be made smaller than the flow velocity of the traveling wind that flows along the second curved surface portion. There is an effect that noise (wind noise) can be efficiently suppressed by suppressing an increase in wind noise.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, preferred embodiments of the invention will be described with reference to the accompanying drawings. FIG. 1 is a perspective view partially showing a railway vehicle 1 according to an embodiment of the present invention. In FIG. 1, the longitudinal direction of the vehicle 2 is omitted.

  First, a schematic configuration of the railway vehicle 1 will be described with reference to FIG. As shown in FIG. 1, the railway vehicle 1 is formed by connecting a plurality of vehicles 2, and also has a wife surface 2 a of the vehicle 2 (a surface facing the traveling direction of the railway vehicle 1 in the longitudinal direction of the vehicle 2). A pair of outer hoods 100, 100 are provided so as to be opposed to each other between the vehicles 2 that protrude from the end surface and are connected to each other.

  The pair of outer hoods 100, 100 are for suppressing noise (wind noise) generated from a gap between vehicles of the vehicles 2 connected to each other when the railway vehicle 1 is running. Each of the two vehicles is spaced apart from each other. Thereby, for example, when the railway vehicle 1 travels a curve, the vehicle 2 on the front side in the traveling direction of the railway vehicle 1 (for example, the vehicle 2 on the left side in FIG. 1) and the rear vehicle 2 (for example, on the right side in FIG. 1). Even when the vehicle posture with respect to the vehicle 2) changes relatively, it is possible to suppress the pair of outer hoods 100, 100 from interfering with each other and deforming. Therefore, the durability of the outer hood 100 can be ensured.

  Further, the pair of outer hoods 100, 100 are formed in the same shape, and are configured so as to have a symmetrical shape in a state of being disposed facing the vehicle 2 connected to each other. Accordingly, the outer hood 100 provided in the vehicle 2 on the front side in the traveling direction (for example, the vehicle 2 on the left side in FIG. 1) and the outer hood 100 provided in the vehicle 2 on the rear side in the traveling direction (for example, the vehicle 2 on the right side in FIG. 1). As a common part, the structure can be simplified.

  The outer hood 100 is formed in a substantially U-shape when viewed from the front, and is disposed along the roof surface 2 b and the side surface 2 c of the vehicle 2. In the present embodiment, the outer hood 100 is detachably fixed to the vehicle 2 by a fixing member (not shown) such as a bolt, and is configured so that maintenance and replacement can be easily performed. ing. However, as a method of fixing the outer hood 100 to the vehicle 2, other methods such as bonding with an adhesive or welding may be used.

  Next, a detailed configuration of the outer hood 100 will be described with reference to FIG. 2 is a cross-sectional view of the outer hood 100 taken along the line II-II in FIG. 2 shows a cross section of the outer hood 100 disposed along one side surface 2c of the vehicle 2 (the side surface 2c on the back side of FIG. 1), and the other side surface 2c (the front side of the paper surface of FIG. 1). The cross section of the outer hood 100 arranged along the side surface 2c) is omitted. An arrow FWD shown in FIG. 2 represents the traveling direction of the railway vehicle 1.

  The outer hood 100 is formed from a rubber-like elastic body (natural rubber in the present embodiment) in a solid structure, and the cross-sectional shape in a direction orthogonal to the longitudinal direction is formed in a constant shape throughout the outer hood 100. ing. Therefore, the cross-sectional shape of the outer hood 100 in the cross section including the normal line of the roof surface 2b (see FIG. 1) of the vehicle 2 and the cross section including the normal line of the side surface 2c (see FIG. 1) of the vehicle 2 is the same shape. It becomes. Therefore, in the present embodiment, with reference to FIG. 2, the cross-sectional shape of the outer hood 100 in the cross section including the normal line of the side surface 2 c of the vehicle 2 will be described, and the cross section including the normal line of the roof surface 2 b of the vehicle 2. The description of the cross-sectional shape of the outer hood 100 is omitted. In addition, about the cross-sectional shape of the outer hood 100 in the cross section containing the normal line of the roof surface 2b of the vehicle 2, in the following description, it replaces the side surface 2c of the vehicle 2 with the roof surface 2b of the vehicle 2. can do.

  As shown in FIG. 2, the outer hood 100 includes a first curved surface portion 110 connected to the side surface 2 c of the vehicle 2, a second curved surface portion 120 connected to the first curved surface portion 110, and the first The inflection part 130 which connects the curved surface part 110 and the 2nd curved surface part 120 is mainly provided, and is comprised.

  The first curved surface portion 110 is inscribed in an imaginary line S extending from the side surface 2c of the vehicle 2 and is formed in an outwardly convex arc shape having a radius r1 in a cross section including the normal line of the side surface 2c of the vehicle 2. Yes. In the outer hood 100 provided in the vehicle 2r (the vehicle 2 on the right side in FIG. 2) on the rear side in the traveling direction of the railway vehicle 1 by the first curved surface portion 110, as described later, traveling wind generated when the railway vehicle 1 travels Can flow smoothly, and the traveling wind can be smoothly guided to the side surface 2cr of the vehicle 2r.

  The second curved surface portion 120 is formed in an outwardly convex arc shape having a radius r2 in a cross section including the normal line of the side surface 2c of the vehicle 2 while the tip of the outer hood 100 is located in the region. With the second curved surface portion 120, the traveling wind can flow smoothly in the outer hood 100 provided in the vehicle 2r on the rear side in the traveling direction, as will be described later.

  The radius r1 of the first curved surface portion 110 and the radius r2 of the second curved surface portion 120 are different from each other, and the radius r1 is set larger than the radius r2 (r1> r2). Thereby, in the outer hood 100 provided in the vehicle 2r on the rear side in the traveling direction, as described later, the traveling wind flowing along the second curved surface portion 120 has the flow velocity of the traveling wind flowing along the first curved surface portion 110. It can be made smaller than the flow rate.

  The inflection part 130 is formed in an arc shape convex inward in a cross section including the normal line of the side surface 2 c of the vehicle 2. With the inflection portion 130, the outer hood 100 provided in the vehicle 2f on the front side in the traveling direction (the vehicle 2 on the left side in FIG. 2) causes the traveling wind that flows along the first curved surface portion 110 to flow as described later. Can be forcibly separated from the surface of the substrate.

  Further, the tangent line T at the connection point P between the inflection part 130 and the second curved surface part 120 has a predetermined angle with respect to the virtual line S, and the tangent line T intersects the virtual line S. . Thereby, in the outer hood 100 provided in the vehicle 2f on the front side in the traveling direction, the traveling wind that is peeled off from the surface of the outer hood 100 by the inflection portion 130 is peeled outward from the side surface 2c of the vehicle 2 as described later. Can be made.

  The overall length L of the outer hood 100 configured as described above (the dimension from one end side contacting the end surface 2a of the vehicle 2 to the tip end on the other end side) is the straight line traveled by the railcar 1 and a pair of In a state where the outer hoods 100, 100 are arranged to face each other between the vehicles 2 connected to each other (the state shown in FIG. 2), the facing distance between the pair of outer hoods 100, 100 is the distance C. It is comprised so that it may become. Specifically, the interval C is a relative displacement between the vehicle 2f on the front side in the traveling direction and the vehicle 2r on the rear side in which the vehicle posture changes relatively when the railway vehicle 1 travels on a curve or passes through a branch. The dimension is set larger than the amount. Thereby, even if the vehicle postures of the vehicle 2f on the front side in the traveling direction and the vehicle 2r on the rear side change relatively, the pair of outer hoods 100, 100 interfere with each other, and the outer hood 100 is deformed. Can be prevented. Therefore, the durability of the outer hood 100 can be improved.

  Next, the operation of the outer hood 100 will be described with reference to FIG. A virtual line B shown in FIG. 2 represents a boundary line where the traveling wind is drawn to the inner side (lower side in FIG. 2) than the side surface 2 c of the vehicle 2.

  As described above, when the pair of outer hoods 100, 100 are disposed apart from each other of the connected vehicles 2, the traveling wind generated when the railway vehicle 1 travels is first on the front side in the traveling direction. After flowing along the side surface 2cf of the vehicle 2f, the vehicle flows along the surface of the outer hood 100 provided on the vehicle 2f on the front side in the traveling direction, and once peels from the surface of the outer hood 100. Then, it again collides with the outer hood 100 provided in the vehicle 2r on the rear side in the traveling direction, flows along the surface of the outer hood 100, and then flows along the side surface 2cr of the vehicle 2r on the rear side in the traveling direction.

  In this case, the outer hood 100 is connected to the side surface 2c of the vehicle 2 and is inscribed in an imaginary line S extending the side surface 2c, and protrudes outward in a cross section including the normal line of the side surface 2c of the vehicle 2. Since the first curved surface portion 110 formed in an arc shape is provided, the outer curved surface 100 provided on the vehicle 2r on the rear side in the traveling direction out of the pair of outer hoods 100, 100 causes the traveling wind to flow to the first curved surface portion 110. The traveling wind that has flowed along the first curved surface portion 110 can be smoothly guided to the side surface 2cr of the vehicle 2r. Therefore, it is possible to suppress noise (wind noise) during travel of the railway vehicle 1 without hindering the flow of the travel wind.

  The outer hood 100 includes a second curved surface portion 120 that is connected to the first curved surface portion 110 and is formed in an outwardly convex arc shape in a cross section including the normal line of the side surface 2c of the vehicle 2. Therefore, in the outer hood 100 provided in the vehicle 2r on the rear side in the traveling direction, the traveling wind can smoothly flow along the second curved surface portion 120. Therefore, as in the case of the first curved surface portion 110, noise (wind noise) can be suppressed without disturbing the flow of the traveling wind.

  Further, the radius r1 of the first curved surface portion 110 and the radius r2 of the second curved surface portion 120 are different from each other, and the radius r1 is set to be larger than the radius r2, so the vehicle 2r on the rear side in the traveling direction. In the outer hood 100 provided in the vehicle, the flow velocity of the traveling wind flowing along the first curved surface portion 110 can be made smaller than the flow velocity of the traveling wind flowing along the second curved surface portion 120. Therefore, an increase in noise (wind noise) accompanying an increase in flow velocity can be suppressed, and noise (wind noise) can be efficiently suppressed.

  Further, the outer hood 100 connects the first curved surface portion 110 and the second curved surface portion 120 and is formed with a curved portion 130 formed in a shape protruding inward in a cross section including the normal line of the side surface 2c of the vehicle 2. Therefore, the surface shape of the connecting portion between the first curved surface portion 110 and the second curved surface portion 120 can be changed, and is provided in the vehicle 2f on the front side in the traveling direction of the pair of outer hoods 100, 100. In the outer hood 100, the flow of the traveling wind that flows along the first curved surface portion 110 can be forcibly separated from the surface of the outer hood 100 by the inflection portion 130 (see virtual line B).

  That is, when the first curved surface portion 110 and the second curved surface portion 120 are formed in the above-described shape (an arc shape protruding outward in the cross section including the normal line of the side surface 2c), the outer hood provided on the vehicle 2f on the front side in the traveling direction. Also at 100, the traveling wind flows along the first curved surface portion 110 and the second curved surface portion 120. For this reason, the traveling wind is drawn inward from the side surface 2c of the vehicle 2, and the drawn traveling wind needs to be discharged to the outside from the side surface 2c again. In this case, since the volumetric flow rate of the traveling wind to be discharged increases as the pull-in amount h (the amount of traveling wind drawn inward from the side surface 2c of the vehicle 2) increases, the larger the pull-in amount h, the greater the pressure at the discharge section. The fluctuation also increases, and as a result, noise (wind noise) increases.

  On the other hand, since the flow of the traveling wind can be forcibly separated from the surface of the outer hood 100 by the inflection part 130, the traveling wind is not drawn inwardly from the side surface 2c of the vehicle 2, Noise (wind noise) can be suppressed.

  Further, the inflection portion 130 is formed in an inwardly convex arc shape in a cross section including the normal line of the side surface 2 c of the vehicle 2, and a tangent T at a connection point P between the inflection portion 130 and the second curved surface portion 120. Has a predetermined angle with respect to the virtual line S, and the tangent line T intersects the virtual line S. Therefore, in the outer hood 100 provided in the vehicle 2f on the front side in the traveling direction, the inflection part 130 The traveling wind that is peeled off from the surface of the outer hood 100 can be peeled away from the side surface 2c of the vehicle 2 (see imaginary line B). Therefore, it can suppress that a driving | running | working wind is drawn inside rather than the side surface 2c of the vehicle 2, and can suppress a noise (wind noise) efficiently.

  As described above, the performance required for the outer hood 100 provided in the vehicle 2r on the rear side in the traveling direction and the performance required for the outer hood 100 provided on the vehicle 2f on the front side in the traveling direction are in a contradictory relationship. However, according to this embodiment, the pair of outer hoods 100, 100 are formed in the same shape to simplify the structure, but the outer hood 100 provided on the vehicle 2r on the rear side in the traveling direction is required. Noise (wind noise) can be suppressed by satisfying both the performance required for the outer hood 100 provided in the vehicle 2f on the front side in the traveling direction.

  In the present embodiment, the action of the outer hood 100 on the traveling wind flowing along the side surface 2c of the vehicle 2 has been described. However, the outer hood 100 against the traveling wind flowing along the roof surface 2b of the vehicle 2 is also described. The same effect is exhibited. In this case, since it can be understood by replacing the side surface 2c of the vehicle 2 with the roof surface 2b of the vehicle 2 in the above description, the description thereof is omitted.

  Next, a second embodiment will be described with reference to FIG. FIG. 3 is a sectional view of the outer hood 200 according to the second embodiment. 3 shows a cross section of the outer hood 200 disposed along one side surface 2c of the vehicle 2 (the side surface 2c on the back side in FIG. 1), and the other side surface 2c (on the front side in FIG. 1). The cross section of the outer hood 200 disposed along the side surface 2c) is omitted in the drawing. Moreover, about the structure same as 1st Embodiment, the same code | symbol is attached | subjected and the description is abbreviate | omitted.

  The outer hood 200 according to the second embodiment, like the outer hood 100 according to the first embodiment, is opposed to the vehicle 2 of the vehicle 2 in which the pair of outer hoods 200 and 200 are connected to each other, but is separated from each other. And are formed in the same shape. The outer hood 200 is formed in a substantially U-shape when viewed from the front, and is disposed along the roof surface 2 b and the side surface 2 c of the vehicle 2.

  Outer hood 200 is formed from a rubber-like elastic body (natural rubber in the present embodiment) in a solid structure, and the cross-sectional shape in a direction perpendicular to the longitudinal direction is formed in a constant shape throughout the outer hood 200. ing. Therefore, the cross-sectional shape of the outer hood 200 in the cross section including the normal line of the roof surface 2b (see FIG. 1) of the vehicle 2 and the cross section including the normal line of the side surface 2c of the vehicle 2 (see FIG. 1) is the same. It becomes. Therefore, in the present embodiment, the cross-sectional shape of the outer hood 200 in the cross section including the normal line of the side surface 2c of the vehicle 2 will be described with reference to FIG. 3, and the cross section including the normal line of the roof surface 2b of the vehicle 2 The description of the cross-sectional shape of the outer hood 200 is omitted. The cross-sectional shape of the outer hood 200 in the cross section including the normal line of the roof surface 2b of the vehicle 2 is understood by replacing the side surface 2c of the vehicle 2 with the roof surface 2b of the vehicle 2 in the following description. can do.

  As shown in FIG. 3, the outer hood 200 includes a first curved surface portion 110 connected to the side surface 2 c of the vehicle 2, a second curved surface portion 120 connected to the first curved surface portion 110, and the first curved surface portion 120. The inflection part 230 which mainly connects the curved surface part 110 and the 2nd curved surface part 120 is comprised.

  The inflection part 230 is formed by a line segment parallel to an imaginary line S obtained by extending the side surface 2 c in a cross section including the normal line of the side surface 2 c of the vehicle 2. That is, the inflection part 230 is formed in a shape that protrudes inward at the connection point Q with the first curved surface part 110. With the inflection portion 230, the outer hood 200 provided in the vehicle 2f on the front side in the traveling direction (the vehicle 2 on the left side in FIG. 3) causes the traveling wind flowing along the first curved surface portion 110 to flow as described later. Can be forcibly separated from the surface of the substrate.

  Next, the operation of the outer hood 200 will be described with reference to FIG. A virtual line B shown in FIG. 3 represents a boundary line where the traveling wind is drawn to the inner side (lower side in FIG. 3) than the side surface 2 c of the vehicle 2.

  As described above, when the pair of outer hoods 200, 200 are arranged apart from each other of the connected vehicles 2, the traveling wind generated when the railway vehicle 1 travels is first in the traveling direction front side. After flowing along the side surface 2cf of the vehicle 2f, the vehicle flows along the surface of the outer hood 200 provided in the vehicle 2f on the front side in the traveling direction, and once peels from the surface of the outer hood 200. Then, after again colliding with the outer hood 200 provided on the vehicle 2r on the rear side in the traveling direction (the vehicle 2 on the right side in FIG. 3) and flowing along the surface of the outer hood 200, the side surface of the vehicle 2r on the rear side in the traveling direction. It flows along 2cr.

  In this case, the outer hood 200 is connected to the first curved surface portion 110 and the second curved surface portion 120 and is inflected in a shape that protrudes inward in a cross section including the normal line of the side surface 2c of the vehicle 2. 230, the surface shape of the connecting portion between the first curved surface portion 110 and the second curved surface portion 120 can be changed, and is provided on the vehicle 2f on the front side in the traveling direction of the pair of outer hoods 200, 200. In the outer hood 200, the flow of the traveling wind that flows along the first curved surface portion 110 can be forcibly separated from the surface of the outer hood 200 by the inflection portion 230 (see virtual line B). Therefore, the traveling wind is not drawn more inward than the side surface 2c of the vehicle 2, and noise (wind noise) can be suppressed.

  Further, since the inflection part 230 is formed by a line segment parallel to the imaginary line S extending the side surface 2c in the cross section including the normal line of the side surface 2c of the vehicle 2, the inflection portion 230 is provided outside the vehicle 2f on the front side in the traveling direction. In the hood 200, the traveling wind that is peeled off from the surface of the outer hood 200 by the inflection part 230 is peeled in parallel with the side surface 2c of the vehicle 2 to suppress the traveling wind from being drawn inward from the side surface 2c of the vehicle 2. (See virtual line B). Therefore, noise (wind noise) can be efficiently suppressed.

  As described above, according to the present embodiment, as in the case of the outer hood 100 in the first embodiment, the pair of outer hoods 200, 200 are formed in the same shape to simplify the structure. On the other hand, noise (wind noise) is achieved by combining the performance required for the outer hood 200 provided on the vehicle 2r on the rear side in the traveling direction and the performance required for the outer hood 200 provided on the vehicle 2f on the front side in the traveling direction. Can be suppressed.

  In the present embodiment, the action of the outer hood 200 on the traveling wind flowing along the side surface 2c of the vehicle 2 has been described. However, the outer hood 200 against the traveling wind flowing along the roof surface 2b of the vehicle 2 is also described. The same effect is exhibited. In this case, since it can be understood by replacing the side surface 2c of the vehicle 2 with the roof surface 2b of the vehicle 2 in the above description, the description thereof is omitted.

  Next, a third embodiment will be described with reference to FIG. FIG. 4 is a cross-sectional view of the outer hood 300 in the third embodiment. 4 shows a cross section of the outer hood 300 arranged along one side surface 2c of the vehicle 2 (the side surface 2c on the back side of FIG. 1), and the other side surface 2c (on the front side of FIG. 1). The cross section of the outer hood 300 disposed along the side surface 2c) is omitted in the drawing. Moreover, about the structure same as 1st Embodiment, the same code | symbol is attached | subjected and the description is abbreviate | omitted.

  The outer hood 300 in the third embodiment, like the outer hood 100 in the first embodiment, is opposed to the vehicle 2 of the vehicle 2 in which the pair of outer hoods 300, 300 are connected to each other, but is separated from each other. And are formed in the same shape. The outer hood 300 is formed in a substantially U-shape when viewed from the front, and is disposed along the roof surface 2 b and the side surface 2 c of the vehicle 2.

  The outer hood 300 is formed of a rubber-like elastic body (natural rubber in the present embodiment) and has a solid structure, and the cross-sectional shape in the direction orthogonal to the longitudinal direction is formed in a constant shape throughout the outer hood 300. ing. Therefore, the cross-sectional shape of the outer hood 300 in the cross section including the normal line of the roof surface 2b (see FIG. 1) of the vehicle 2 and the cross section including the normal line of the side surface 2c (see FIG. 1) of the vehicle 2 is the same shape. It becomes. Therefore, in the present embodiment, the cross-sectional shape of the outer hood 300 in the cross section including the normal line of the side surface 2c of the vehicle 2 will be described with reference to FIG. 4, and the cross section including the normal line of the roof surface 2b of the vehicle 2 The description of the cross-sectional shape of the outer hood 300 is omitted. In addition, about the cross-sectional shape of the outer hood 300 in the cross section containing the normal line of the roof surface 2b of the vehicle 2, it replaces with the roof surface 2b of the vehicle 2 with what is the side surface 2c of the vehicle 2 in the following description. can do.

  As shown in FIG. 4, the outer hood 300 includes a first curved surface portion 110 provided continuously with the side surface 2 c of the vehicle 2, a second curved surface portion 120 provided continuously with the first curved surface portion 110, and the first The inflection part 330 which connects the curved surface part 110 and the 2nd curved surface part 120 is mainly provided, and is comprised.

  The inflection portion 330 is formed in an arc shape that is convex inward in a cross section including the normal line of the side surface 2 c of the vehicle 2. With the inflection portion 330, the outer hood 300 provided in the vehicle 2 f on the front side in the traveling direction (the vehicle 2 on the left side in FIG. 4) causes the traveling wind that flows along the first curved surface portion 110 to flow as described later. Can be forcibly separated from the surface of the substrate.

  Further, the tangent line T at the connection point P between the inflection part 330 and the second curved surface part 120 is configured in parallel with the virtual line S extending from the side surface 2 c of the vehicle 2. Thereby, in the outer hood 300 provided in the vehicle 2f on the front side in the traveling direction, as described later, the traveling wind that is peeled off from the surface of the outer hood 300 by the inflection portion 330 is peeled in parallel with the side surface 2c of the vehicle 2, It is possible to suppress the traveling wind from being drawn inward from the side surface 2c of the vehicle 2.

  Next, the operation of the outer hood 300 will be described with reference to FIG. A virtual line B shown in FIG. 4 represents a boundary line through which the traveling wind is drawn inward (lower side in FIG. 4) from the side surface 2 c of the vehicle 2.

  As described above, when the pair of outer hoods 300, 300 are arranged apart from each other of the connected vehicles 2, the traveling wind generated when the railway vehicle 1 travels is first in the traveling direction front side. After flowing along the side surface 2cf of the vehicle 2f, the vehicle flows along the surface of the outer hood 300 provided in the vehicle 2f on the front side in the traveling direction, and once peels from the surface of the outer hood 300. Then, after colliding with the outer hood 300 provided on the vehicle 2r on the rear side in the traveling direction (the vehicle 2 on the right side in FIG. 4) and flowing along the surface of the outer hood 300, the side surface of the vehicle 2r on the rear side in the traveling direction. It flows along 2cr.

  In this case, the outer hood 300 connects the first curved surface portion 110 and the second curved surface portion 120, and is an inflection portion formed in a shape protruding inward in a cross section including the normal line of the side surface 2c of the vehicle 2. 330, the surface shape of the connecting portion between the first curved surface portion 110 and the second curved surface portion 120 can be changed, and is provided in the vehicle 2f on the front side in the traveling direction of the pair of outer hoods 300, 300. In the outer hood 300, the flow of the traveling wind flowing along the first curved surface portion 110 can be forcibly separated from the surface of the outer hood 300 by the inflection portion 330 (see the imaginary line B). Therefore, the traveling wind is not drawn more inward than the side surface 2c of the vehicle 2, and noise (wind noise) can be suppressed.

  Further, the inflection portion 330 is formed in an inwardly convex arc shape in a cross section including the normal line of the side surface 2c of the vehicle 2, and a tangent T at a connection point P between the inflection portion 330 and the second curved surface portion 120. Is parallel to the imaginary line S, the outer hood 300 provided on the vehicle 2f on the front side in the traveling direction is parallel to the side surface 2c of the vehicle 2 with the inflection portion 330 separating the traveling wind from the surface of the outer hood 300. It is possible to prevent the traveling wind from being drawn inward from the side surface 2c of the vehicle 2 (see virtual line B). Therefore, noise (wind noise) can be efficiently suppressed.

  As described above, according to the present embodiment, as in the case of the outer hood 100 in the first embodiment, the pair of outer hoods 300, 300 are formed in the same shape to simplify the structure. On the other hand, noise (wind noise) is achieved by combining the performance required for the outer hood 300 provided on the vehicle 2r on the rear side in the traveling direction and the performance required for the outer hood 300 provided on the vehicle 2f on the front side in the traveling direction. Can be suppressed.

  In the present embodiment, the action of the outer hood 300 on the traveling wind flowing along the side surface 2c of the vehicle 2 has been described. However, the outer hood 300 against the traveling wind flowing along the roof surface 2b of the vehicle 2 is also described. The same effect is exhibited. In this case, since it can be understood by replacing the side surface 2c of the vehicle 2 with the roof surface 2b of the vehicle 2 in the above description, the description thereof is omitted.

  Next, a fourth embodiment will be described with reference to FIG. FIG. 5 is a cross-sectional view of the outer hood 400 in the fourth embodiment. 5 shows a cross section of the outer hood 400 disposed along one side surface 2c of the vehicle 2 (the side surface 2c on the back side of FIG. 1), and the other side surface 2c (on the front side of the paper surface of FIG. 1). The cross section of the outer hood 400 arranged along the side surface 2c) is omitted and shown. Moreover, about the structure same as 1st Embodiment, the same code | symbol is attached | subjected and the description is abbreviate | omitted.

  The outer hood 400 in the fourth embodiment, like the outer hood 100 in the first embodiment, is opposed to the vehicle 2 of the vehicle 2 in which the pair of outer hoods 400 and 400 are connected to each other, but is separated from each other. And are formed in the same shape. The outer hood 400 is formed in a substantially U-shape when viewed from the front, and is disposed along the roof surface 2 b and the side surface 2 c of the vehicle 2.

  Outer hood 400 is formed from a rubber-like elastic body (natural rubber in the present embodiment) in a solid structure, and the cross-sectional shape in a direction perpendicular to the longitudinal direction is formed in a constant shape throughout the outer hood 400. ing. Therefore, the cross-sectional shape of the outer hood 400 in the cross section including the normal line of the roof surface 2b (see FIG. 1) of the vehicle 2 and the cross section including the normal line of the side surface 2c (see FIG. 1) of the vehicle 2 is the same shape. It becomes. Therefore, in the present embodiment, the cross-sectional shape of the outer hood 400 in the cross section including the normal line of the side surface 2c of the vehicle 2 will be described with reference to FIG. 5, and the cross section including the normal line of the roof surface 2b of the vehicle 2 The description of the cross-sectional shape of the outer hood 400 is omitted. In addition, about the cross-sectional shape of the outer hood 400 in the cross section containing the normal line of the roof surface 2b of the vehicle 2, it replaces with the roof surface 2b of the vehicle 2 with the side surface 2c of the vehicle 2 in the following description. can do.

  As shown in FIG. 5, the outer hood 400 includes a first curved surface portion 410 provided continuously with the side surface 2 c of the vehicle 2, a second curved surface portion 420 provided continuously with the first curved surface portion 410, and the first The inflection part 430 which connects the curved surface part 410 and the 2nd curved surface part 420 is mainly provided, and is comprised.

  The first curved surface portion 410 is inscribed in an imaginary line S obtained by extending the side surface 2c of the vehicle 2 and quadrants an outwardly convex ellipse having a major radius r3 in a cross section including the normal line of the side surface 2c of the vehicle 2. It is formed in the shape. That is, the first curved surface portion 410 is formed in an outwardly convex arc shape. With the first curved surface portion 410, the outer hood 400 provided in the vehicle 2r on the rear side in the traveling direction (the vehicle 2 on the right side in FIG. 5) can smoothly flow the traveling wind as will be described later. Can be smoothly guided to the side surface 2cr of the vehicle 2r.

  The second curved surface portion 420 is formed by equally dividing an outwardly convex ellipse having a short radius r4 in a cross section including the normal line of the side surface 2c of the vehicle 2 while the tip of the outer hood 400 is located in the region. Is formed. That is, the second curved surface portion 420 is formed in an outwardly convex arc shape. With the second curved surface portion 420, the traveling wind can flow smoothly in the outer hood 400 provided in the vehicle 2r on the rear side in the traveling direction, as will be described later.

  The major radius r3 of the first curved surface portion 410 and the minor radius r4 of the second curved surface portion 420 are different from each other, and the major radius r3 is set larger than the minor radius r4 (r3> r4). Thereby, in the outer hood 400 provided in the vehicle 2r on the rear side in the traveling direction, the traveling wind that flows along the second curved surface portion 420 has a flow velocity of the traveling wind that flows along the first curved surface portion 410 as described later. It can be made smaller than the flow rate.

  The inflection portion 430 is configured as a connection point between the first curved surface portion 410 and the second curved surface portion 420 in a cross section including the normal line of the side surface 2 c of the vehicle 2. That is, the inflection part 430 is formed in a shape that protrudes inward. With the inflection portion 430, the outer hood 400 provided on the vehicle 2f on the front side in the traveling direction (the vehicle 2 on the left side in FIG. 5) causes the traveling wind flowing along the first curved surface portion 410 to flow as described later. Can be forcibly separated from the surface of the substrate.

  The overall length L of the outer hood 400 configured as described above (the dimension from one end side that contacts the end surface 2a of the vehicle 2 to the tip end that is the other end side) is that the railway vehicle 1 travels straight and a pair of In a state where the outer hoods 400 and 400 are disposed facing each other between the vehicles 2 connected to each other (the state shown in FIG. 5), the facing distance between the pair of outer hoods 400 and 400 is the distance C. It is comprised so that it may become. Specifically, the interval C is a relative displacement between the vehicle 2f on the front side in the traveling direction and the vehicle 2r on the rear side in which the vehicle posture changes relatively when the railway vehicle 1 travels on a curve or passes through a branch. The dimension is set larger than the amount. Thus, even when the vehicle postures of the front vehicle 2f and the rear vehicle 2r change relatively, the pair of outer hoods 400 and 400 interfere with each other and the outer hood 400 is deformed. Can be prevented. Therefore, the durability of the outer hood 400 can be improved.

  Next, the operation of the outer hood 400 will be described with reference to FIG. A virtual line B shown in FIG. 5 represents a boundary line where the traveling wind is drawn inward (lower side in FIG. 5) from the side surface 2 c of the vehicle 2.

  As described above, when the pair of outer hoods 400, 400 are disposed apart from each other of the connected vehicles 2, the traveling wind generated when the railway vehicle 1 travels is first on the front side in the traveling direction. After flowing along the side surface 2cf of the vehicle 2f, the vehicle flows along the surface of the outer hood 400 provided on the vehicle 2f on the front side in the traveling direction, and once peels from the surface of the outer hood 400. Then, it again collides with the outer hood 400 provided in the vehicle 2r on the rear side in the traveling direction, flows along the surface of the outer hood 400, and then flows along the side surface 2cr of the vehicle 2r on the rear side in the traveling direction.

  In this case, the outer hood 400 is connected to the side surface 2c of the vehicle 2 and is inscribed in an imaginary line S extending the side surface 2c, and protrudes outward in a cross section including the normal line of the side surface 2c of the vehicle 2. Since the first curved surface portion 410 formed in an arc shape is provided, in the outer hood 400 provided in the vehicle 2r on the rear side in the traveling direction among the pair of outer hoods 400, 400, the traveling wind is transmitted to the first curved surface portion 410. The traveling wind that has flowed along the first curved surface portion 410 can be smoothly guided to the side surface 2cr of the vehicle 2r. Therefore, noise (wind noise) can be suppressed without obstructing the flow of the traveling wind.

  The outer hood 400 includes a second curved surface portion 420 that is connected to the first curved surface portion 410 and is formed in an outwardly convex arc shape in a cross section including the normal line of the side surface 2c of the vehicle 2. Therefore, in the outer hood 400 provided in the vehicle 2r on the rear side in the traveling direction, the traveling wind can smoothly flow along the second curved surface portion 420. Therefore, as in the case of the first curved surface portion 410, noise (wind noise) can be suppressed without disturbing the flow of the traveling wind.

  Further, the major radius r3 of the first curved surface portion 410 and the minor radius r4 of the second curved surface portion 420 are different from each other, and the radius r3 is set larger than the radius r4. In the outer hood 400 provided in the vehicle 2r, the flow velocity of the traveling wind flowing along the first curved surface portion 410 can be made smaller than the flow velocity of the traveling wind flowing along the second curved surface portion 420. Therefore, an increase in noise (wind noise) accompanying an increase in flow velocity can be suppressed, and noise (wind noise) can be efficiently suppressed.

  Further, the outer hood 400 connects the first curved surface portion 410 and the second curved surface portion 420 and is formed in a curved portion 430 that is formed inwardly in a cross section including the normal line of the side surface 2c of the vehicle 2. Therefore, the surface shape of the connecting portion between the first curved surface portion 410 and the second curved surface portion 420 can be changed, and is provided on the vehicle 2f on the front side in the traveling direction of the pair of outer hoods 400, 400. In the outer hood 400, the flow of the traveling wind that flows along the first curved surface portion 410 can be forcibly separated from the surface of the outer hood 400 by the inflection portion 430 (see the virtual line B). Therefore, the traveling wind is not drawn more inward than the side surface 2c of the vehicle 2, and noise (wind noise) can be suppressed.

  As described above, according to the present embodiment, as in the case of the outer hood 100 in the first embodiment, the pair of outer hoods 400, 400 are formed in the same shape to simplify the structure. On the other hand, noise (wind noise) is achieved by combining the performance required for the outer hood 400 provided on the vehicle 2r on the rear side in the traveling direction and the performance required for the outer hood 400 provided on the vehicle 2f on the front side in the traveling direction. Can be suppressed.

  In the present embodiment, the action of the outer hood 400 on the traveling wind flowing along the side surface 2c of the vehicle 2 has been described, but the outer hood 400 against the traveling wind flowing along the roof surface 2b of the vehicle 2 is also described. The same effect is exhibited. In this case, since it can be understood by replacing the side surface 2c of the vehicle 2 with the roof surface 2b of the vehicle 2 in the above description, the description thereof is omitted.

  As described above, the present invention has been described based on the embodiments, but the present invention is not limited to the above embodiments, and various improvements and modifications can be made without departing from the spirit of the present invention. It can be easily guessed.

  For example, in each of the above-described embodiments, the case where the outer hood 100, 200, 300, 400 is formed in a substantially U shape in front view and is disposed along the roof surface 2b and the side surface 2c of the vehicle 2 has been described. For example, the outer hoods 100, 200, 300, and 400 may be formed in a substantially straight shape and disposed along the roof surface 2b and the side surface 2c of the vehicle 2, respectively. In this case, the manufacture of the outer hoods 100, 200, 300, 400 is facilitated, the manufacturing cost can be reduced, and the outer hoods 100, 200, 200, 200 disposed along the roof surface 2b of the vehicle 2 can be reduced. Since 300, 400 and the outer hood 100, 200, 300, 400 disposed along the side surface 2c can be individually maintained or exchanged, maintenance costs and material costs can be reduced.

  Moreover, in each said embodiment, although the case where the outer hood 100,200,300,400 was arrange | positioned along the roof surface 2b and the side surface 2c of the vehicle 2 was demonstrated, it is not necessarily restricted to this, For example, the vehicle 2 may be disposed along only one of the roof surface 2b and the side surface 2c, or may be disposed along the bottom surface of the vehicle 2.

  In each of the above embodiments, the case where the outer hood 100, 200, 300, 400 is fixed to the vehicle 2 by a fixing member such as a bolt has been described. However, the present invention is not limited to this. The surface 2b, the side surface 2c, or the bottom surface may be processed, and the outer hood 100, 200, 300, 400 may be integrally formed on the roof surface 2b, the side surface 2c, or the bottom surface of the vehicle 2. In this case, the design can be improved without impairing the aesthetic appearance of the railway vehicle 1.

  In each of the above-described embodiments, the case where the outer hood 100, 200, 300, 400 is made of a rubber-like elastic body (natural rubber) has been described. However, the present invention is not necessarily limited to this. It may be made of other materials. In addition, as another material, the material which has light resistance is preferable. In this case, it is possible to suppress the influence of sunlight, wind and rain, dust, and the like, and it is possible to improve durability.

  In each of the above embodiments, the case where the outer hood 100, 200, 300, 400 is configured in a solid structure has been described. However, the present invention is not necessarily limited to this. For example, the outer hood 100, 200, 300 , 400 may be formed of a predetermined material to form a hollow structure. In this case, the weight of the outer hood 100, 200, 300, 400 can be reduced.

  In each of the above embodiments, the case where the outer hood 100, 200, 300, 400 is made of a single material has been described. However, the present invention is not necessarily limited to this. For example, the outer hood 100, 200, The material forming the contour of 300, 400 and the material forming the inside of the outer hood 100, 200, 300, 400 are made of different materials, for example, the material is changed for each part, and the outer hood 100, 200, 300, 400 may be composed of a plurality of materials. In this case, each part can be formed of a material according to the required performance, and the cost of the outer hood 100, 200, 300, 400 can be efficiently reduced, and the outer hood 100, 200, The performance of 300,400 can be exhibited efficiently.

  In the first to third embodiments, the case where the radius r1 of the first curved surface portion 110 is set larger than the radius r2 of the second curved surface portion 120 has been described. However, the present invention is not necessarily limited to this. The radius r1 of the first curved surface portion 110 and the radius r2 of the second curved surface portion 120 may be set equal, or the radius r1 of the first curved surface portion 110 may be set smaller than the radius r2 of the second curved surface portion 120. good.

  In the fourth embodiment, the case where the major radius r3 of the first curved surface portion 410 is set smaller than the minor radius r4 of the second curved surface portion 420 has been described. However, the present invention is not necessarily limited to this. The major radius r3 of the first curved surface portion 410 and the minor radius r4 of the second curved surface portion 420 may be set equal, and the major radius r3 of the first curved surface portion 410 is set larger than the minor radius r4 of the second curved surface portion 420. You may do it.

  In the second embodiment, the case where the inflection portion 230 is formed by a line segment parallel to the virtual line S extending the side surface 2c in the cross section including the normal line of the side surface 2c of the vehicle 2 is described. The virtual line extending from the inflection portion 230 intersects the virtual line S with an angle with respect to the virtual line S extending the side surface 2c in the cross section including the normal line of the side surface 2c of the vehicle 2. You may comprise by the line segment to do. In this case, in the outer hood 200 provided on the vehicle 2f on the front side in the traveling direction, the traveling wind that is peeled off from the surface of the outer hood 200 by the inflection portion 230 is peeled outward from the side surface 2c of the vehicle 2. it can. Therefore, it can suppress that a driving | running | working wind is drawn inside rather than the side surface 2c of the vehicle 2, and can suppress a noise (wind noise) efficiently.

1 is a perspective view partially showing a railway vehicle according to an embodiment of the present invention. It is sectional drawing of the outer hood in the II-II line of FIG. It is sectional drawing of the outer hood in 2nd Embodiment. It is sectional drawing of the outer hood in 3rd Embodiment. It is sectional drawing of the outer hood in 4th Embodiment.

Explanation of symbols

1 Railcar 2 Vehicle 2a Wife surface 2b Roof surface (vehicle outer surface)
2c Side (vehicle outer surface)
100, 200, 300, 400 Outer hood 110, 410 First curved surface portion 120, 420 Second curved surface portion 130, 230, 330, 430 Inflection portion P Connection point S Virtual line T Tangent line

Claims (3)

A pair of outer hoods are formed by connecting a plurality of vehicles, and projecting on the end face of the vehicle and facing each other between the vehicles connected to each other while being spaced apart from each other. In railway vehicles,
Each of the pair of outer hoods is formed in the same shape,
The outer hood includes a first curved surface portion continuously provided on a vehicle outer surface intersecting with the wife surface, a second curved surface portion continuously provided on the first curved surface portion, the first curved surface portion and the second curved surface. An inflection part that connects the parts,
The first curved surface portion is inscribed in an imaginary line inscribed in an imaginary line extending the outer surface of the vehicle and includes a normal line of the outer surface of the vehicle,
The second curved surface portion is formed in an arc shape protruding outward in a cross section including a normal line of the outer surface of the vehicle,
The railway vehicle is characterized in that the inflection part is formed in a shape protruding inward in a cross section including a normal line of the outer surface of the vehicle. The inflection part is formed in an arc shape convex inward in a cross section including a normal line of the vehicle outer surface,
The railway vehicle according to claim 1, wherein a tangent line at a connection point between the inflection portion and the second curved surface portion intersects with an imaginary line extending from the vehicle outer surface.   A radius of the first curved surface portion in a cross section including a normal line of the vehicle outer surface is set larger than a radius of the second curved surface portion in a cross section including a normal line of the vehicle outer surface. The railway vehicle according to claim 1 or 2.

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