JP2010215124A - Method for forming train head portion for reducing fine barometric wave considering three-dimensional effect - Google Patents

Method for forming train head portion for reducing fine barometric wave considering three-dimensional effect Download PDF

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JP2010215124A
JP2010215124A JP2009064913A JP2009064913A JP2010215124A JP 2010215124 A JP2010215124 A JP 2010215124A JP 2009064913 A JP2009064913 A JP 2009064913A JP 2009064913 A JP2009064913 A JP 2009064913A JP 2010215124 A JP2010215124 A JP 2010215124A
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tunnel
train
speed train
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head portion
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JP5284149B2 (en
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Tokuzo Miyaji
徳蔵 宮地
Masanori Iida
雅宣 飯田
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Railway Technical Research Institute
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Abstract

<P>PROBLEM TO BE SOLVED: To provide a method for forming a train head portion which significantly reduces a tunnel microbarometric wave by concentrating a cross section of a high-speed train head portion near the center of a tunnel mine mouth. <P>SOLUTION: The method for forming a train head portion for reduction in a microbarometric wave in consideration of a three-dimensional effect concentrates the cross section of the head portion 2 of a high-speed train 1 running in a tunnel 11 having a plurality of lines 7, 8 near the center O of the tunnel mine mouth, thus significantly reducing the tunnel microbarometric wave. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

本発明は、鉄道のトンネル坑口で発生するトンネル微気圧波の低減効果を持つ三次元効果を考慮した列車先頭部の形成方法に関するものである。   The present invention relates to a method for forming a train head in consideration of a three-dimensional effect having an effect of reducing tunnel micro-pressure waves generated at a tunnel tunnel of a railway.

従来、Ｈｏｗｅの音響理論を適用した高速列車のトンネル圧縮波予測方法が提案されている（下記非特許文献１参照）。Ｈｏｗｅの音響理論によると、点音源分布によって表現された列車先頭部によるトンネル圧縮波の圧力勾配最大値は、トンネル坑口からの噴流（ポテンシャル流れ）の大きさに依存する。   Conventionally, a tunnel compression wave prediction method for high-speed trains using Howe's acoustic theory has been proposed (see Non-Patent Document 1 below). According to Howe's acoustic theory, the maximum pressure gradient of the tunnel compression wave by the train head expressed by the point sound source distribution depends on the size of the jet (potential flow) from the tunnel wellhead.

また、これに類似した最適化手法による高速鉄道車両のトンネル微気圧波低減が提案されている（下記非特許文献２及び特許文献１参照）。   In addition, a tunnel micro-pressure wave reduction of a high-speed railway vehicle by an optimization method similar to this has been proposed (see Non-Patent Document 2 and Patent Document 1 below).

これらによれば、トンネル微気圧波を低減するためには、高速列車先頭部の形状の最適化が有効であり、トンネル圧縮波の圧力勾配最大値を低減するために、高速列車先頭部の形状の最適化が行われてきた。   According to these, optimization of the shape of the top part of the high-speed train is effective in reducing the tunnel micro-pressure wave, and the shape of the top part of the high-speed train is effective in reducing the maximum pressure gradient of the tunnel compression wave. Optimization has been done.

特開２００７−１３７２９６号公報JP 2007-137296 A

Ｐｒｏｃ．Ｒ．Ｓｏｃ．Ｌｏｎｄ．Ａ（１９９８）４５４，ｐｐ．１５２３−１５３４Proc. R. Soc. London. A (1998) 454, pp. 1523-1534 〔Ｎｏ．０７−５１〕日本機械学会 第１６回 交通・物流部門大会講演論文集〔２００７−１２．１２〜１４．川崎〕，ｐｐ．８１−８４[No. 07-51] Proceedings of the 16th Annual Meeting of the Japan Society of Mechanical Engineers, Transport and Logistics Division [2007-12.12-14. Kawasaki], pp. 81-84

しかしながら、従来の高速列車先頭部の形状の最適化においては、高速列車先頭部の断面積分布のみを考えていることが多く、実際の三次元的な形状の効果を左右対称の制約条件なしに最適化された例の報告は少ない。つまり、従来の高速鉄道車両のトンネル微気圧波の低減の提案では、通常は左右対称な形状の高速列車先頭部を仮定したものである。   However, in the optimization of the shape of the conventional high-speed train head, in many cases, only the cross-sectional area distribution of the high-speed train head is considered, and the effect of the actual three-dimensional shape can be achieved without symmetrical constraints. There are few reports of optimized examples. In other words, the conventional proposal for reducing the tunnel micro-pressure wave of a high-speed railway vehicle assumes a high-speed train head portion that is generally symmetrical.

本発明は、上記状況に鑑みて、三次元的な効果を含めて考えた場合、同じ断面積分布でも、トンネル坑口中心付近に断面積を集中した方が、微気圧波低減効果が大きくなるという予測（解析結果）に基づき、高速列車先頭部の断面積をトンネル坑口中心付近に集中させ、トンネル微気圧波をより低減する列車先頭部の形成方法を提供することを目的とする。   In the present invention, in consideration of the above situation, when the three-dimensional effect is considered, even if the same cross-sectional area distribution is used, the effect of reducing the micro-pressure wave is greater when the cross-sectional area is concentrated near the center of the tunnel wellhead. Based on the prediction (analysis result), an object is to provide a method for forming a train head part that concentrates the cross-sectional area of the head part of a high-speed train near the center of a tunnel wellhead and further reduces tunnel micro-pressure waves.

本発明は、上記目的を達成するために、
〔１〕三次元効果を考慮した微気圧波低減のための列車先頭部の形成方法において、複数線路を有するトンネルを走行する高速列車の先頭部の断面積を前記トンネル坑口中心付近に集中させ、トンネル微気圧波をより低減する列車先頭部を形成することを特徴とする。 In order to achieve the above object, the present invention provides
[1] In the formation method of a train head part for reducing micro-pressure waves in consideration of a three-dimensional effect, the cross-sectional area of the head part of a high-speed train traveling on a tunnel having a plurality of tracks is concentrated near the center of the tunnel wellhead, It is characterized by forming a train head that further reduces tunnel micro-pressure waves.

〔２〕上記〔１〕記載の三次元効果を考慮した微気圧波低減のための列車先頭部の形成方法において、高速列車を左右非対称となる構造にし、前記左側通行の高速列車の断面積を進行方向右下側に、または前記右側通行の高速列車の断面積を進行方向左下側に集中させるようにしたことを特徴とする。   [2] In the method for forming a train head portion for reducing micro pressure waves in consideration of the three-dimensional effect described in [1] above, the high-speed train is asymmetrical and the cross-sectional area of the left-side high-speed train is The cross-sectional area of the right-handed high-speed train is concentrated on the lower right side in the traveling direction or on the lower left side in the traveling direction.

軸対称列車の場合には、高速列車の断面積中心がトンネル断面の中心を通る場合に圧力勾配最大値が最小になることが、理論・計算・実験などから多数報告されている。よって、本発明によれば、圧力勾配最大値を低減することができ、トンネル微気圧波をより低減することことができる。   In the case of an axisymmetric train, theoretically, calculations, and experiments have reported that the maximum pressure gradient is minimized when the cross-sectional area center of a high-speed train passes through the center of the tunnel cross section. Therefore, according to the present invention, the maximum pressure gradient value can be reduced, and the tunnel micro-pressure wave can be further reduced.

本発明の形成例を示す高速列車先頭部の上面とトンネルの関係を示す展開図である。It is an expanded view which shows the relationship between the upper surface of the high-speed train head part which shows the example of formation of this invention, and a tunnel. 本発明の形成例を示す高速列車先頭部の斜視図である。It is a perspective view of the high-speed train head part which shows the example of formation of this invention. 本発明の形成例を示す高速列車先頭部の進行方向右側面図である。It is a right direction view of the advancing direction of the high-speed train head part which shows the formation example of this invention. 本発明の形成例を示す高速列車先頭部の進行方向左側面図である。It is a left side view of the traveling direction of the front portion of the high-speed train showing an example of formation of the present invention.

Ｈｏｗｅの音響理論によると、点音源分布によって表現された列車先頭部によるトンネル圧縮波の圧力勾配最大値は、トンネル坑口からの噴き出し流れ（ポテンシャル流れ）の大きさに依存する。つまり、噴き出し流れの最大値が小さいほうが圧力勾配最大値は小さくなる（微気圧波は小さくなる）。本発明では、トンネル坑口からの噴き出し流れ（ポテンシャル流れ）は、トンネル坑口中心で最小になることに着目し、高速列車先頭部の断面積をトンネル坑口中心付近に集中させることにより、より微気圧波低減効果の大きい列車先頭部を形成する。   According to Howe's acoustic theory, the maximum pressure gradient value of the tunnel compression wave by the train head expressed by the point sound source distribution depends on the size of the jet flow (potential flow) from the tunnel wellhead. That is, the smaller the maximum value of the jet flow, the smaller the pressure gradient maximum value (the micro atmospheric pressure wave becomes smaller). In the present invention, focusing on the fact that the jet flow (potential flow) from the tunnel wellhead is minimized at the center of the tunnel wellhead, by concentrating the cross-sectional area of the top of the high-speed train near the center of the tunnel wellhead, Forms the train head with a great reduction effect.

以下、本発明の実施の形態について詳細に説明する。   Hereinafter, embodiments of the present invention will be described in detail.

日本の場合、高速列車（新幹線：登録商標）は進行方向左側偏心走行であるから、高速列車の断面積を左右非対称にし、断面積を進行方向右下側に集中させることで、より微気圧波低減効果の大きい高速列車先頭部を形成することができる。   In Japan, high-speed trains (Shinkansen: registered trademark) run eccentrically on the left side in the direction of travel. By making the cross-sectional area of the high-speed train left-right asymmetric and concentrating the cross-sectional area on the lower right side in the direction of travel, more micro-pressure waves It is possible to form a high-speed train head with a large reduction effect.

図１は本発明の形成例を示す高速列車先頭部の上面とトンネルの関係を示す図、図２はその高速列車先頭部の斜視図、図３はその高速列車先頭部の進行方向右側面図、図４はその高速列車先頭部の進行方向左側面図である。   FIG. 1 is a diagram showing the relationship between a top surface of a high-speed train head portion and a tunnel showing an example of formation of the present invention, FIG. 2 is a perspective view of the top portion of the high-speed train, and FIG. FIG. 4 is a left side view of the traveling direction of the leading portion of the high-speed train.

これらの図において、１は左右非対称な先頭部を有する高速列車、２はその高速列車１の先頭部、３はその先頭部２の断面積を進行方向右下側に集中させた先端部、４はトンネル断面中心Ｏから遠い部分が削られた高速列車１の先頭部２の曲面部、５は高速列車１の進行方向右側面部、６は高速列車１の進行方向左側面部、７，８は複数の線路、９は地面、１１はトンネル、１２はトンネル坑口、Ｏはトンネル坑口中心である。   In these drawings, 1 is a high-speed train having a left-right asymmetric head, 2 is a head portion of the high-speed train 1, 3 is a tip portion in which the cross-sectional area of the head portion 2 is concentrated on the lower right side in the traveling direction, 4 Is a curved surface portion of the head portion 2 of the high-speed train 1 with a portion far from the tunnel cross-section center O, 5 is a right side portion in the traveling direction of the high-speed train 1, 6 is a left side portion in the traveling direction of the high-speed train 1, and 7 and 8 are plural , 9 is the ground, 11 is a tunnel, 12 is a tunnel wellhead, and O is the center of the tunnel wellhead.

この高速列車１の先頭部２は、所与の先頭部２の断面積分布を満たすために、進行方向右下側となる偏心走行位置に高速列車左右中心を合わせたとき、トンネル断面中心Ｏから遠い部分の断面積を削って得られる曲面部４を有する。   The top part 2 of the high-speed train 1 is located from the tunnel cross-section center O when the left-right center of the high-speed train is aligned with the eccentric travel position on the lower right side in the traveling direction in order to satisfy the cross-sectional area distribution of the given top part 2. It has a curved surface portion 4 obtained by cutting a cross-sectional area of a distant portion.

このように、高速列車１の先頭部２の断面積を複数の線路７，８を有するトンネル坑口１２の中心Ｏ付近に集中させることにより、より微気圧波低減効果の大きい列車先頭部を形成することができる。   In this way, by concentrating the cross-sectional area of the head portion 2 of the high-speed train 1 near the center O of the tunnel well 12 having the plurality of tracks 7 and 8, a train head portion having a greater effect of reducing micro-pressure waves is formed. be able to.

また、左右対称列車先頭部でも、断面積中心をトンネル坑口中心に近づける方がよいことは言うまでもない。すなわち、縦長な断面形状より横長なものの方が低減効果は大きい。   Needless to say, it is better to bring the center of the cross-sectional area closer to the center of the tunnel wellhead even at the head of the left-right symmetric train. In other words, a horizontally long shape is more effective than a vertically long cross-sectional shape.

なお、三次元的に最適化された高速列車の先端部の断面形状は、上記した実施例に限定されるものではなく、種々の変形が可能である。   In addition, the cross-sectional shape of the front-end | tip part of the high-speed train optimized three-dimensionally is not limited to an above-described Example, A various deformation | transformation is possible.

また、高速列車の先端部の各断面の形状と断面積分布を同時に最適化するようにしてもよい。   Further, the shape of each cross section and the cross-sectional area distribution at the tip of the high-speed train may be optimized simultaneously.

本発明の三次元効果を考慮した微気圧波低減のための列車先頭部の形成方法は、新幹線やリニアモータカーなどの高速列車のトンネル突入時における微気圧波低減効果の大きい列車先頭部の形成に利用することができる。   The formation method of the train head part for reducing micro pressure waves in consideration of the three-dimensional effect of the present invention is to form the train head part having a great effect of reducing micro wave pressure when entering the tunnel of a high-speed train such as a Shinkansen or a linear motor car. Can be used.

１ 左右非対称な先頭部を有する高速列車
２ 高速列車の先頭部
３ 先端部
４ 先頭部の曲面部
５ 高速列車の進行方向右側面部
６ 高速列車の進行方向左側面部
７，８ 複数の線路
９ 地面
１１ トンネル
１２ トンネル坑口
Ｏ トンネル坑口中心 DESCRIPTION OF SYMBOLS 1 High-speed train which has asymmetrical head part 2 High-speed train head part 3 Tip part 4 Head part curved surface part 5 High-speed train traveling direction right side part 6 High-speed train traveling direction left side part 7, 8 Multiple tracks 9 Ground 11 Tunnel 12 Tunnel wellhead O Tunnel wellhead center

Claims (2)

複数線路を有するトンネルを走行する高速列車の先頭部の断面積を前記トンネル坑口中心付近に集中させ、トンネル微気圧波をより低減する列車先頭部を形成することを特徴とする三次元効果を考慮した微気圧波低減のための列車先頭部の形成方法。   Considering a three-dimensional effect characterized by concentrating the cross-sectional area of the top of a high-speed train traveling in a tunnel with multiple tracks near the center of the tunnel pit and forming a train head that further reduces tunnel micro-pressure waves Train head formation method for reducing micro pressure waves. 請求項１記載の三次元効果を考慮した微気圧波低減のための列車先頭部の形成方法において、高速列車を左右非対称となる構造にし、前記高速列車の断面積を進行方向右下側に集中させることを特徴とする三次元効果を考慮した微気圧波低減のための列車先頭部の形成方法。   The method for forming a train head portion for reducing micro-pressure waves in consideration of the three-dimensional effect according to claim 1, wherein the high-speed train has a left-right asymmetric structure, and the cross-sectional area of the high-speed train is concentrated on the lower right side in the traveling direction The formation method of the train head part for the micro pressure wave reduction which considered the three-dimensional effect characterized by letting it be made to do.
JP2009064913A 2009-03-17 2009-03-17 Formation method of train head for reducing micro-pressure wave considering 3D effect Expired - Fee Related JP5284149B2 (en)

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2016215885A (en) * 2015-05-22 2016-12-22 西日本旅客鉄道株式会社 Fine barometric wave reduction device
JP6235092B1 (en) * 2016-09-30 2017-11-22 東海旅客鉄道株式会社 Railway vehicle

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JPH0789439A (en) * 1993-09-20 1995-04-04 West Japan Railway Co Shape of top of rolling stock head vehicle
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JP2005014621A (en) * 2003-06-23 2005-01-20 Central Japan Railway Co Body structure for railroad head car
JP2005212740A (en) * 2004-02-02 2005-08-11 East Japan Railway Co Vehicle body structure for railway leading vehicle
JP2006143103A (en) * 2004-11-24 2006-06-08 Kawasaki Heavy Ind Ltd Car body structure of rolling stock head car
JP2007050746A (en) * 2005-08-17 2007-03-01 Nippon Sharyo Seizo Kaisha Ltd High-speed railway vehicle
JP2007137296A (en) * 2005-11-21 2007-06-07 Nippon Sharyo Seizo Kaisha Ltd High speed railway rolling stock

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0789439A (en) * 1993-09-20 1995-04-04 West Japan Railway Co Shape of top of rolling stock head vehicle
JP2003063386A (en) * 2001-08-22 2003-03-05 Nippon Sharyo Seizo Kaisha Ltd Top part shape of rapid-transit railway rolling stock
JP2005014621A (en) * 2003-06-23 2005-01-20 Central Japan Railway Co Body structure for railroad head car
JP2005212740A (en) * 2004-02-02 2005-08-11 East Japan Railway Co Vehicle body structure for railway leading vehicle
JP2006143103A (en) * 2004-11-24 2006-06-08 Kawasaki Heavy Ind Ltd Car body structure of rolling stock head car
JP2007050746A (en) * 2005-08-17 2007-03-01 Nippon Sharyo Seizo Kaisha Ltd High-speed railway vehicle
JP2007137296A (en) * 2005-11-21 2007-06-07 Nippon Sharyo Seizo Kaisha Ltd High speed railway rolling stock

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2016215885A (en) * 2015-05-22 2016-12-22 西日本旅客鉄道株式会社 Fine barometric wave reduction device
JP6235092B1 (en) * 2016-09-30 2017-11-22 東海旅客鉄道株式会社 Railway vehicle
JP2018052407A (en) * 2016-09-30 2018-04-05 東海旅客鉄道株式会社 Railway vehicle

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