JP2012148686A - Air flow separation suppression structure of moving body - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an air flow separation suppression structure of a moving body that suppresses separation of an air flow from the head of the moving body by a simple structure.SOLUTION: A separation suppression part 6 guides an air flow F from the vehicle-body end surface 3a of a vehicle 2 to the vehicle-body side surfaces 3b, 3c and the vehicle-body upper surface 3d of the vehicle 2, thereby suppressing separation of the air flow F from the head of the vehicle 2. When the vehicle 2 travels in the X axis direction, the air flow F toward the vehicle-body end surface 3a collides with a guide part 9 and the air flow F, having collided with the guide part is guided to the separation suppression part 6 by the guide part 9. Thus, the air flow F is guided from the vehicle-body end surface 3a to the vehicle-body side surfaces 3b, 3c and the vehicle-body upper surface 3d and the air flow F flows along the surfaces of the vehicle-body side surfaces 3b, 3c and the vehicle-body upper surface 3d. As a result, this structure suppresses an increase in the apparent cross-sectional area of the head of the vehicle 2 and reduces a pressure variation occurring when the vehicle 2 runs into a tunnel or the like.

Description

  The present invention relates to an air flow separation suppressing structure of a moving body that suppresses the separation of the air flow from the leading portion of the moving body when the moving body moves.

  Conventional railcars are provided with plate-like members that are curved toward the center of the vehicle body on both sides of the front face of the leading vehicle in order to suppress the occurrence of airflow on the side of the vehicle body when the vehicle is running (for example, Patent Document 1). In such a conventional railway vehicle, the airflow that collides with the front face of the leading vehicle is separated and guided to the upper and lower parts of the vehicle body by the plate-like member, thereby suppressing the airflow generated on the side of the vehicle body during vehicle travel, Train wind generated on the platform is reduced.

JP 2003-246265 A

  When a high-speed train enters the tunnel entrance side tunnel, a compression wave is generated in the tunnel. This compression wave propagates through the tunnel. Then, when the compression wave reaches the exit-side wellhead, tunnel micro-pressure, which is a pulsed pressure wave, is released to the outside. On the other hand, the compression wave is reflected at the tunnel entrance and the train end and reciprocates in the tunnel, causing pressure fluctuation on the train. The pressure fluctuation causes a so-called “ear-dropping” phenomenon in the vehicle. It is considered that these phenomena are mainly related to the magnitude of the pressure of the compression wave formed when the train enters and the pressure gradient (pressure change time).

  In recent years, the speed of conventional lines has increased due to improvements in vehicle performance and linear improvements, especially for the compression waves formed when entering a tunnel of a gable train with almost no roundness at the end of the head. The gradient tends to increase. The main cause of these increases is thought to be an increase in the apparent vehicle cross-sectional area due to the separation of the flow from the gable head of the train. As the magnitude of the pressure of the compression wave and the pressure gradient increase, there is a tendency for the earloin, tunnel micro-pressure wave, etc. to increase. On the other hand, it has been found that there is a problem that the air resistance of the train increases as the flow separation from the head increases.

  However, in the conventional railway vehicle, the purpose is to reduce the train wind generated on the platform. When the airflow colliding with the front face of the leading vehicle is guided upward and downward by the plate member, the upper and lower surfaces of the vehicle body There is a risk that the air current will peel off. As a result, the conventional railway vehicle has a problem that a tunnel micro-pressure wave is generated even though the train wind can be reduced.

  An object of the present invention is to provide an air flow separation suppressing structure of a moving body that can suppress the separation of the air flow from the leading portion of the moving body with a simple structure.

The present invention solves the above-mentioned problems by the solving means described below.
In addition, although the code | symbol corresponding to embodiment of this invention is attached | subjected and demonstrated, it is not limited to this embodiment.
The invention of claim 1 is shown in FIGS. 1, 2, 4, 5 (B), 6, 7, 9, 10 (B), 12, 13 (B), 15, FIG. 16 (B), FIG. 18, FIG. 19 (B), FIG. 21 and FIG. 22 (B), when the moving body (2) moves, the airflow (F) from the head of the moving body The structure of the present invention is a structure for suppressing the separation of airflow from a moving body that suppresses the separation, and guides the airflow from the front surface (3a) of the moving body to the side surfaces (3b, 3c) of the moving body. It is an air flow separation suppressing structure (5) of a moving body including a separation suppressing portion (6) that suppresses air flow separation and a guide portion (9) that guides an air flow toward the front surface of the moving body to the separation suppressing portion.

  According to a second aspect of the present invention, there is provided an airflow separation suppressing structure for a moving body according to the first aspect, wherein FIG. 4, FIG. 5 (B), FIG. 9, FIG. 10 (B), FIG. 15, FIG. 16 (B), FIG. 18, FIG. 19 (B), FIG. 21 and FIG. 22 (B), the guide portion causes the airflow to collide with the front side of the front surface of the moving body. The airflow separation suppressing structure of the moving body is characterized in that the collided airflow is guided to the separation suppressing unit.

  According to a third aspect of the present invention, in the structure for suppressing air flow separation of the moving body according to the first or second aspect, as shown in FIGS. 4, 9, 12, 15, 18, and 21, the induction The portion protrudes from the front surface along the side edge (3g, 3h) of the front surface of the moving body, and is a structure for suppressing air flow separation of the moving body.

  The invention of claim 4 is the structure for suppressing air flow separation of the moving body according to any one of claims 1 to 3, wherein FIG. 5 (B), FIG. 10 (B), FIG. 13 (B), As shown in FIGS. 16 (B), 19 (B) and 22 (B), the guiding portion is directed from the front front of the moving body to the side edge (3g, 3h) of the front surface of the moving body. The structure is provided with an inclined surface (3a) that is inclined and has a structure for suppressing air flow separation of a moving body.

  According to a fifth aspect of the present invention, there is provided a structure for suppressing air flow separation of a moving body according to claim 4, wherein the guiding portion has a mountain shape when cut along a horizontal plane. It is a structure.

The invention of claim 6 is the structure for suppressing air flow separation of the moving body according to any one of claims 1 to 5, wherein FIG. 4, FIG. 5 (B), FIG. 12, FIG. 13 (B), As shown in FIG. 18 and FIG. 19 (B), the separation suppressing portion allows the air flow to pass through a gap (Δ ₁₁ ) between the side surface of the movable body and the inner fin portion (7a), and The airflow separation suppressing structure of the moving body includes a louver portion (7A) that allows the airflow to pass through a gap portion (Δ ₁₂ ) between the inner fin portion and the outer fin portion (7b).

  According to a seventh aspect of the present invention, in the structure for suppressing air flow separation of the movable body according to the sixth aspect, the inner fin portion and the outer fin portion have curved surfaces (7h, 7j) that are curved toward the front side of the movable body. The airflow separation suppressing structure of the moving body is characterized by comprising.

The invention according to claim 8 is the structure for suppressing air flow separation of the moving body according to any one of claims 1 to 7, wherein FIG. 9, FIG. 10 (B), FIG. 15, FIG. As shown in FIGS. 21 and 22 (B), the separation suppressing portion includes a fin portion (10A) that allows the air flow to pass through a gap portion (Δ ₂ ) between the side surface of the movable body. The airflow separation suppressing structure of the moving body is as follows.

  A ninth aspect of the present invention is the airflow separation suppressing structure of the movable body according to the eighth aspect, wherein the fin portion includes a curved surface (10h) that is curved toward the front side of the movable body. This is a structure that suppresses air separation.

  The invention of claim 10 is the same as that shown in FIGS. 1 to 3, 5 (A), 6 to 8, 10 (A), 11, 13 (A), 14, 16 (A), FIG. 17, as shown in FIG. 19A, FIG. 20 and FIG. 22A, the moving body that suppresses the separation of the airflow (F) from the leading portion of the moving body (2) when the moving body (2) moves. The air flow separation suppressing structure of the mobile body is configured to suppress the separation of the air flow from the leading portion of the mobile body by guiding the air stream from the front surface (3a) of the mobile body to the upper surface (3d) of the mobile body. An air flow separation suppressing structure (5) of a moving body including a portion (6) and a guiding section (9) for guiding an air flow toward the front surface of the moving body to the separation suppressing portion.

  According to an eleventh aspect of the present invention, there is provided an air flow separation suppressing structure according to the tenth aspect of the present invention. FIG. 3, FIG. 5 (A), FIG. 8, FIG. 10 (A), FIG. 14, FIG. 16 (A), FIG. 17, FIG. 19 (A), FIG. 20 and FIG. 22 (A), the guide portion causes the airflow to collide with the front side of the front surface of the moving body. The airflow separation suppressing structure of the moving body is characterized in that the collided airflow is guided to the separation suppressing unit.

  According to a twelfth aspect of the present invention, in the structure for suppressing air flow separation of the moving body according to the tenth or eleventh aspect, the guide portion projects from the front surface along the upper edge portion (3f) of the front surface of the moving body. This structure has a structure for suppressing air flow separation of a moving body.

  The invention of claim 13 is the structure for suppressing air flow separation of the moving body according to any one of claims 10 to 12, wherein FIG. 5 (A), FIG. 10 (A), FIG. 13 (A), As shown in FIG. 16 (A), FIG. 19 (A) and FIG. 22 (A), the guide portion is an inclined surface that inclines from the front surface of the moving body toward the upper edge of the front surface of the moving body. (9a) is a structure for suppressing air flow separation of a moving body.

  According to a fourteenth aspect of the present invention, in the structure for suppressing air flow separation of the moving body according to any one of the tenth to twelfth aspects, the guiding portion has a mountain shape when the guide portion is cut along a vertical plane. This structure has a structure for suppressing air flow separation of the moving body.

According to a fifteenth aspect of the present invention, there is provided an airflow separation inhibiting structure for a moving body according to any one of the tenth to fourteenth aspects of the present invention, as shown in FIGS. 5 (A), 13 (A) and 19 (A). As shown in the figure, the delamination suppressing portion allows the air flow to pass through a gap (Δ ₁₁ ) between the upper surface of the movable body and the inner fin portion (7d), and the inner fin portion and the outer fin portion ( 7e), a louver portion (7B) that allows the air flow to pass through a gap portion (Δ ₁₂ ) between the moving body and the air separation device.

  According to a sixteenth aspect of the present invention, in the structure for suppressing air flow separation of the moving body according to the fifteenth aspect, the inner fin portion and the outer fin portion have curved surfaces (7h, 7j) that are curved toward the front side of the moving body. The airflow separation suppressing structure of the moving body is characterized by comprising.

The invention according to claim 17 is the structure for suppressing air flow separation of the moving body according to any one of claims 10 to 16, which is shown in FIGS. 10 (A), 16 (A) and 22 (A). As shown in the figure, the separation preventing portion includes a fin portion (10B) that allows the air current to pass through a gap portion (Δ ₂ ) between the separation member and the upper surface of the moving member. It is.

  According to an eighteenth aspect of the present invention, in the structure for suppressing air flow separation of the movable body according to the seventeenth aspect, the fin portion includes a curved surface (10h) that is curved toward the front side of the movable body. This is a structure that suppresses air separation.

  According to a nineteenth aspect of the present invention, there is provided an air flow separation inhibiting structure according to any one of the first to eighteenth aspects of the present invention, as shown in FIGS. The front surface of the moving body has a gable shape, and is a structure for suppressing air flow separation of a moving body.

  According to the present invention, it is possible to suppress separation of the airflow from the leading portion of the moving body with a simple structure.

It is a perspective view which shows roughly the air flow separation suppression structure of the moving body which concerns on 1st Embodiment of this invention. It is a front view which shows roughly the air flow separation suppression structure of the moving body which concerns on 1st Embodiment of this invention. It is a longitudinal cross-sectional view which shows roughly the air flow separation suppression structure of the moving body which concerns on 1st Embodiment of this invention. It is a cross-sectional view which shows roughly the air flow separation suppression structure of the moving body which concerns on 1st Embodiment of this invention. It is sectional drawing of the guidance | induction part of the air flow separation suppression structure of the moving body which concerns on 1st Embodiment of this invention, (A) is a cross-sectional view which expands and shows the VA part of FIG. 3, (B) is a figure. It is a longitudinal cross-sectional view which expands and shows the VB part of 4. FIG. It is a perspective view which shows roughly the air flow separation suppression structure of the moving body which concerns on 2nd Embodiment of this invention. It is a front view which shows roughly the air flow separation suppression structure of the moving body which concerns on 2nd Embodiment of this invention. It is a longitudinal cross-sectional view which shows roughly the air flow separation suppression structure of the moving body which concerns on 2nd Embodiment of this invention. It is a cross-sectional view which shows roughly the air flow separation suppression structure of the moving body which concerns on 2nd Embodiment of this invention. It is sectional drawing of the guidance | induction part of the air flow separation suppression structure of the moving body which concerns on 2nd Embodiment of this invention, (A) is a cross-sectional view which expands and shows the XA part of FIG. 8, (B) is a figure. It is a longitudinal cross-sectional view which expands and shows the XB part of 9. FIG. It is a longitudinal cross-sectional view which shows roughly the air flow separation suppression structure of the moving body which concerns on 3rd Embodiment of this invention. It is a cross-sectional view which shows roughly the air flow separation suppression structure of the moving body which concerns on 3rd Embodiment of this invention. It is sectional drawing of the induction | guidance | derivation part of the air flow separation suppression structure of the mobile body which concerns on 3rd Embodiment of this invention, (A) is a cross-sectional view which expands and shows the XIIA part of FIG. 11, (B) is a figure. It is a longitudinal cross-sectional view which expands and shows 12 XIIB parts. It is a longitudinal cross-sectional view which shows roughly the air flow separation suppression structure of the moving body which concerns on 4th Embodiment of this invention. It is a cross-sectional view which shows roughly the air flow separation suppression structure of the moving body which concerns on 4th Embodiment of this invention. It is sectional drawing of the induction | guidance | derivation part of the air flow separation suppression structure of the mobile body which concerns on 4th Embodiment of this invention, (A) is a cross-sectional view which expands and shows the XVIA part of FIG. 14, (B) is a figure. It is a longitudinal cross-sectional view which expands and shows 15 XVIB parts. It is a longitudinal cross-sectional view which shows roughly the air flow separation suppression structure of the moving body which concerns on 5th Embodiment of this invention. It is a cross-sectional view which shows roughly the air flow separation suppression structure of the moving body which concerns on 5th Embodiment of this invention. It is sectional drawing of the induction | guidance | derivation part of the airflow separation suppression structure of the moving body which concerns on 5th Embodiment of this invention, (A) is a cross-sectional view which expands and shows the XVIIIA part of FIG. 17, (B) is a figure. It is a longitudinal cross-sectional view which expands and shows 18 XVIIIB part. It is a longitudinal cross-sectional view which shows roughly the air flow separation suppression structure of the moving body which concerns on 6th Embodiment of this invention. It is a cross-sectional view which shows roughly the air flow separation suppression structure of the moving body which concerns on 6th Embodiment of this invention. It is sectional drawing of the induction | guidance | derivation part of the airflow separation suppression structure of the moving body which concerns on 6th Embodiment of this invention, (A) is a cross-sectional view which expands and shows the XXIIA part of FIG. 20, (B) is a figure. It is a longitudinal cross-sectional view which expands and shows the XXIIB part of 21. It is sectional drawing of the guidance | induction part of the air flow separation suppression structure of the mobile body which concerns on 6th Embodiment of this invention, (A) is sectional drawing in case the cross-sectional shape of an inclined surface is a small triangle, (B) is It is sectional drawing in case the cross-sectional shape of an inclined surface is a semi-small triangle, (C) is sectional drawing in case the cross-sectional shape of an inclined surface is a small V shape. It is a block diagram of the wind tunnel test apparatus used for the wind tunnel test, (A) is a side view, (B) is a top view, (C) shows the state cut | disconnected by the XXIV-XXIVC line of (B). It is sectional drawing. It is an external view of the model vehicle used for the wind tunnel test, (A) is a plan view showing partly broken, (B) is a side view showing partly broken, (C) is a front view FIG. It is a perspective view which shows the result of a wind tunnel test in case there is a louver part and a guidance part. It is a perspective view which shows the result of a wind tunnel test in case there is no louver part and a guidance | induction part.

(First embodiment)
Hereinafter, a first embodiment of the present invention will be described in detail with reference to the drawings.
The track 1 shown in FIGS. 1 to 4 is a passage (track) on which the vehicle 2 travels, and includes a pair of rails 1 a that guide the wheels 4 a of the vehicle 2. The vehicle 2 is a moving body that travels along the track 1 and is a railway vehicle such as a train, a train, or a locomotive. The vehicle 2 includes a vehicle body 3 shown in FIGS. 1 to 4, a carriage 4 shown in FIG. 3, an airflow separation suppressing structure 5 shown in FIGS. 1 to 5, and the like. The vehicle 2 shown in FIGS. 1 to 4 is a gable-type leading portion (corner leading portion) leading vehicle having a cab for controlling the operation of a train.

  The vehicle body 3 is a structure for loading and transporting passengers. The vehicle body 3 includes a vehicle body end surface (vehicle body front surface) 3a shown in FIGS. 1 to 4, vehicle body side surfaces 3b and 3c shown in FIGS. 2 and 4, a vehicle body upper surface 3d shown in FIGS. The vehicle body includes a bottom surface 3e, an upper edge portion 3f shown in FIG. 3, side edge portions 3g and 3h shown in FIG. The vehicle body end surface 3a shown in FIGS. 1 to 4 is an outer plate (face plate) that constitutes the wife's stance (front structure) of the vehicle 2, and is the front portion of the leading vehicle. The vehicle body end surface 3a has a gable shape that is easy to mass-produce and has a low cost, and has a gable plate that is flat and formed at right angles to the side plate. The vehicle body end surface 3a shown in FIG. 1 and FIG. 2 is a wife entrance 3i that is used when passengers and crew move between the front and rear vehicles when the vehicle 2 is connected as an intermediate vehicle, and the crew watches the front. For this purpose, a front window (front window glass) 3j formed on the front surface of the cab is provided. The vehicle body side surfaces 3b and 3c shown in FIG. 4 are outer plates (side plates) constituting the side stance (side structure) of the vehicle 2, and as shown in FIG. 1, side windows (side surfaces) for the crew to watch the outside of the vehicle. Window glass) 3k, and a side entrance 3m used when a crew member gets on and off. The vehicle body upper surface 3d shown in FIGS. 1 to 3 is an outer plate (roof plate) that constitutes the roof structure (roof structure) of the vehicle 2, and an on-roof device such as an air conditioner for air-conditioning the vehicle interior. Installed. A vehicle body bottom surface 3e shown in FIG. 3 is an outer plate constituting the floor structure of the vehicle 2, and a traveling device such as a carriage 4 is installed. The upper edge 3f shown in FIG. 3 is a portion where the vehicle body end surface 3a and the vehicle body upper surface 3d intersect, and the vehicle body end surface 3a and the vehicle body upper surface 3d are joined at a substantially right angle. The side edge portions 3g and 3h shown in FIG. 4 are portions where the vehicle body end surface 3a and the vehicle body side surfaces 3b and 3c intersect, and the vehicle body end surface 3a and the vehicle body upper surface 3d are joined at a substantially right angle. The cart 4 shown in FIG. 3 is a traveling device (running device) that supports the vehicle body 3 and travels on the track 1, and includes wheels 4a that are in rolling contact with the rail 1a.

  The airflow separation suppressing structure 5 shown in FIGS. 1 to 5 is a structure that suppresses the separation of the airflow F from the leading portion of the vehicle 2 when the vehicle 2 travels. As shown in FIGS. 1 to 5, the airflow separation suppressing structure 5 guides the airflow F colliding with the vehicle body end surface 3 a to the vehicle body side surfaces 3 b and 3 c and the vehicle body upper surface 3 d, thereby suppressing the separation of the airflow F and the vehicle 2. The air resistance of the vehicle 2 is reduced, and the increase in the apparent vehicle cross-sectional area of the leading portion of the vehicle 2 is suppressed, thereby reducing the generation of tunnel micro-pressure waves. The airflow separation suppressing structure 5 suppresses pressure fluctuations in the tunnel that occur when the vehicle 2 enters the tunnel, reduces vehicle body structural fatigue caused by repeated loads acting on the vehicle body 3, and causes the vehicle body 3 due to atmospheric pressure fluctuations. This reduces the phenomenon of ear discomfort, which is an uncomfortable feeling and an uncomfortable feeling in the passengers. The airflow separation suppressing structure 5 includes a separation suppressing unit 6 and a guiding unit 9 shown in FIGS.

  1 to 5 guides the airflow F from the vehicle body end surface 3a of the vehicle 2 to the vehicle body side surfaces 3b and 3c and the vehicle body upper surface 3d of the vehicle 2 so that the airflow from the head portion of the vehicle 2 can be obtained. This is the part that suppresses the separation of F. As shown in FIGS. 1 and 2, the peeling suppressing portion 6 is disposed on the upper side and both sides of the vehicle body end surface 3 a along the upper edge portion 3 f and the side edge portions 3 g and 3 h of the vehicle body end surface 3 a. It can be detachably attached to. For example, when the vehicle 2 is operated in a line section with many tunnel sections, or when the vehicle 2 incorporated during formation as an intermediate vehicle becomes the leading vehicle by separating the train, the separation suppressing unit 6 It is attached to. On the other hand, the separation suppressing unit 6 is removed, for example, when the vehicle 2 is operated in a line section with few tunnel sections, or when the vehicle 2 is incorporated as an intermediate vehicle during formation. The peeling suppressing portion 6 is formed of, for example, a metal such as aluminum or stainless steel, a synthetic resin such as an acrylic resin, fiber reinforced plastic (FRP), or hard rubber. The delamination suppressing unit 6 is disposed within the upper, lower, left, and right limits (vehicle limits) that should not exceed the outline of the cross-sectional shape of the vehicle 2 when the vehicle 2 is stationary on a straight or curved track. As shown in FIGS. 1 to 5, the peeling prevention unit 6 includes louver portions 7 </ b> A and 7 </ b> B and support portions 8 </ b> A and 8 </ b> B shown in FIG. 5.

1, 2, louver portion 7A shown in FIGS. 4 and FIG. 5 (B) is a vehicle body side 3b, together with the passing air flow F in the gap delta ₁₁ between 3c and the inner fin portion 7a, the inner fin portions 7a and a portion which passes the airflow F into the gap portion delta ₁₂ between the outer fin portion 7b. Louver portion 7B shown in FIGS. 1 to 3 and FIG. 5 (A), together with the passing air flow F in the gap delta ₁₁ between the vehicle body upper surface 3d and the inner fin portion 7a, the inner fin portion 7a and the outer fin portion is a portion which passes the airflow F into the gap portion delta ₁₂ between 7b. As shown in FIGS. 1 and 2, the louver portion 7A is disposed on the side edge portions 3g and 3h of the vehicle body end surface 3a, and the louver portion 7B is disposed on the upper edge portion 3f of the vehicle body end surface 3a. The louver portion 7A is divided into two along the side edge portions 3g and 3h of the vehicle body end surface 3a, and is arranged corresponding to the waist and side portions of the vehicle body 3, respectively. The louver portion 7B is divided into three pieces along the upper edge portion 3f of the vehicle body end surface 3a, and is arranged corresponding to both shoulder portions and the central portion of the vehicle body 3, respectively. The louver portion 7A includes an inner fin portion 7a shown in FIG. 5B, an outer fin portion 7b, a transmission portion 7c shown in FIGS. The louver portion 7B includes an inner fin portion 7d, an outer fin portion 7e shown in FIG. 5A, a transmission portion 7f shown in FIGS. Unlike the louver portion 7B shown in FIG. 5 (A), the louver portion 7A shown in FIG. 5 (B) shortens the front end portion of the outer fin portion 7b that has a relatively small margin within the vehicle limit, and within the vehicle limit. The distal end portion of the inner fin portion 7a having a relatively large margin is extended to improve the effect of suppressing the separation of the air flow F.

  The inner fin portions 7 a and 7 d shown in FIGS. 1 to 5 are portions that change the direction of the airflow F. As shown in FIG. 4, the inner fin portion 7a is disposed between the vehicle body 3 and the outer fin portion 7b. As shown in FIG. 3, the inner fin portion 7d is disposed between the vehicle body 3 and the outer fin portion 7e. Is arranged. As shown in FIG. 5B, the inner fin portion 7a is formed from a concave curved surface 7g and a convex curved surface 7h that are curved toward the vehicle body end surface 3a, and from the tip of the concave curved surface 7g and the convex curved surface 7h. It is a blade-shaped member provided with the extended planes 7m and 7n. The inner fin portion 7a includes a curved plate (curved plate) portion that curves toward the vehicle body end surface 3a from the rear end portion toward the tip portion, and a flat plate (flat plate) portion that extends from the curved plate portion toward the tip portion. It is integrally formed. The inner fin portion 7a has a concave curved surface 7g on the surface facing the vehicle 2 and a flat surface 7m continuous with the concave curved surface 7g, and is convex on the surface opposite to the side facing the vehicle 2. A curved surface 7h and a flat surface 7n continuous with the convex curved surface 7h. As shown in FIG. 5A, the inner fin portion 7d is a blade-like member similar to the inner fin portion 7a shown in FIG. 5B, and has a concave curved surface 7g that curves toward the vehicle body end surface 3a side. Unlike the inner fin portion 7a, the convex curved surface 7h is not provided with the flat surfaces 7m and 7n. The inner fin portions 7a and 7d are formed longer than the outer fin portions 7b and 7e. Unlike the inner fin portion 7d, the inner fin portion 7a has a shape in which a flat plate portion is extended at the tip of the curved plate portion. Is formed. The front end portions of the inner fin portions 7a and 7d are curved toward the vehicle body end surface 3a, and protrude slightly forward from the vehicle body end surface 3a. The rear end portions of the inner fin portions 7a and 7d are curved toward the vehicle body side surfaces 3b and 3c and the vehicle body upper surface 3d side, are formed substantially parallel to these surfaces, and slightly protrude from these surfaces.

  The outer fin portions 7b and 7e shown in FIGS. 1 to 5 are portions that change the direction of the air flow F between the inner fin portions 7a and 7d. As shown in FIGS. 1 and 3 to 5, the inner fin portions It is arranged outside the 7a with a predetermined interval. As shown in FIG. 5, the outer fin portions 7b and 7e are blade-like members similar to the inner fin portions 7a and 7d, and have a concave curved surface 7i and a convex curved surface 7j that are curved toward the vehicle body end surface 3a. However, unlike the inner fin portion 7a, the tip portion is not formed flat. The outer fin portions 7b and 7e have a concave curved surface 7i on the surface facing the inner fin portions 7a and 7d, and a convex curved surface 7j on the surface opposite to the side facing the inner fin portions 7a and 7d. It has. The front end portions of the outer fin portions 7b and 7e are curved toward the vehicle body end surface 3a, and slightly protrude forward from the front end portions of the inner fin portions 7a and 7d. The rear end portions of the outer fin portions 7b and 7e are curved along the inner fin portion 7a, and slightly protrude forward from the rear end portions of the inner fin portions 7a and 7d.

  The transmission parts 7c and 7f shown in FIGS. 1 to 3 are parts for the driver of the vehicle 2 to watch the outside. The transmission parts 7c and 7f are formed in portions facing the front window 3j and the side window 3k shown in FIGS. 1 and 2 so that crew members in the cab of the vehicle 2 can see the outside. As shown in FIG. 1, the transmission parts 7c and 7f are transparent or translucent parts formed in the driver's field of view so that the louver parts 7A and 7B do not block the driver's field of view. 3, the transmission part 7c is formed in a part of the inner fin part 7a, and the transmission part 7f is formed in a part of the outer fin part 7b. The transmission parts 7c and 7f are made of, for example, a synthetic resin such as polycarbonate or tempered glass.

  The support portion 8A shown in FIG. 5B is a portion that supports the inner fin portion 7a and the outer fin portion 7b on the vehicle body 3, and the support portion 8B shown in FIG. 5A is an inner fin portion 7d and an outer fin portion. 7e is a portion that supports the vehicle body 3. As shown in FIG. 5, a plurality of support portions 8A and 8B are arranged at predetermined intervals in the length direction of the inner fin portions 7a and 7d and the outer fin portions 7b and 7e, and the inner fin portions 7a and 7d. Are connected to the outer fin portions 7b and 7e, and the outer fin portions 7b and 7e are connected to the vehicle body 3. The support portions 8A and 8B are plate-like members with rounded ends on the upstream and downstream ends and flat on both sides, and are detachably fixed to the vehicle body 3 by fastening members such as bolts or screws (not shown). ing.

1 to 5 is a portion that guides the airflow F toward the vehicle body end surface 3a of the vehicle 2 to the separation suppressing unit 6. The guide unit 9 causes the air flow F to collide with the front side of the vehicle body end surface 3 a of the vehicle 2 and guides the collided air flow F to the separation suppressing unit 6. As shown in FIG. 3 to FIG. 5, the guide portion 9 is arranged so that the airflow F that has collided with the guide portion 9 is directed toward the gap between the inner fin portion 7 a of the louver portion 7 A and the guide portion 9. The collision air current F is guided. As shown in FIGS. 1 to 4, the guide portion 9 protrudes from the vehicle body end surface 3 a along the upper edge portion 3 f and the side edge portions 3 g and 3 h of the vehicle body end surface 3 a of the vehicle 2. The guide portion 9 is disposed on the vehicle body end surface 3a of the vehicle 2 with a width W _d1 , and protrudes from the vehicle body end surface 3a by a height H _d1 as shown in FIGS. 1 to 3 and 5. As shown in FIGS. 1, 3, and 5, the guiding unit 9 changes the direction of the airflow F that has collided with the guiding unit 9 and guides the collided airflow F to the separation suppressing unit 6. As shown in FIGS. 3 to 5, the guide portion 9 is a front projection that is arranged so that the side surface of a columnar body having a substantially isosceles triangular bottom surface is joined to the vehicle body end surface 3 a. As shown in FIGS. 1 to 4, the guide portion 9 has a height direction of the guide portion 9 that matches the length direction (X-axis direction) of the vehicle 2, and the left-right direction (Y-axis direction) of the vehicle 2 and It arrange | positions so that the width direction of this guidance | induction part 9 may correspond with an up-down direction (Z-axis direction). The guide portion 9 includes inclined surfaces 9a and 9b, a tip end portion 9c, an outer edge portion 9d, an inner edge portion 9e, and the like shown in FIGS.

The inclined surface 9a shown in FIGS. 3 to 5 is a portion inclined from the front of the vehicle body end surface 3a of the vehicle 2 toward the upper edge portion 3f and the side edge portions 3g, 3h of the vehicle body end surface 3a of the vehicle 2. The inclined surface 9b is a portion that is inclined from the front of the vehicle body end surface 3a of the vehicle 2 toward the side opposite to the inclined surface 9a. Inclined surfaces 9a, 9b, as shown in FIGS. 1 and 2, a long plate-like member having a substantially uniform width W _d1 and a height H _d1, and the surface is formed in an arc face or a flat surface, A curved surface curved in a convex shape with a large curvature radius or a plane inclined at a substantially constant angle. As shown in FIGS. 3 to 5, the inclined surfaces 9a and 9b are large triangles in which the cross-sectional shape when cut along the vertical plane and the horizontal plane is a mountain shape, and the short sides of two right-angled triangles having the same shape are joined together. is there. The inclined surfaces 9a and 9b are continuously formed with a width W _d1 and a height H _d1 along the upper edge portion 3f and the side edge portions 3g and 3h of the vehicle body end surface 3a. If the width W _d1 is less than 50 mm, the inclined surfaces 9a and 9b have a reduced effect of inducing the air flow F to the separation suppressing portion 6, and the width W _d1 exceeds 300 mm. _d1 is set within the range of 50 to 300 mm. If the height H _d1 is less than 20 mm, the inclined surfaces 9 a and 9 b reduce the effect of inducing the air flow F to the separation suppressing portion 6, and if the height H _d1 exceeds 100 mm, it exceeds the vehicle limit of the vehicle 2. Therefore, the height H _d1 is set within a range of 20 to 100 mm.

  The tip portion 9c shown in FIG. 5 is the top of the inclined surfaces 9a and 9b. The front end portion 9c is formed at a portion where the inclined surface 9a and the inclined surface 9b intersect, and is continuous and smoothly joined to the inclined surfaces 9a and 9b. The distal end portion 9c has a circular, elliptical, or obtuse angle in cross section when cut along a vertical plane and a horizontal plane. The outer edge portion 9d is a portion joined to the upper edge portion 3f and the side edge portions 3g and 3h of the vehicle body end surface 3a. The outer edge 9d is formed at the outer end of the inclined surface 9a and coincides with the upper edge 3f and the side edges 3g and 3h. As shown in FIGS. 3 and 4, the outer edge portion 9 d is formed on the vehicle body side surfaces 3 b and 3 c and the vehicle body upper surface so that no stepped portion is formed between the upper edge portion 3 f and the side edge portions 3 g and 3 h. The vehicle body side surfaces 3b and 3c and the vehicle body upper surface 3d are continuously and smoothly joined at the same height (level) as 3d. The inner edge portion 9e is a portion joined to the vehicle body end surface 3a of the vehicle 2, and is formed at the inner end portion of the inclined surface 9b.

Next, the operation of the air flow separation suppressing structure of the moving body according to the first embodiment of the present invention will be described.
For example, when the vehicle 2 travels in the X-axis direction without the separation suppressing unit 6 and the guide unit 9 shown in FIGS. 1 to 5, the airflow F that has collided with the vehicle body end surface 3 a becomes the upper edge portion 3 f of the vehicle body end surface 3 a. The airflow F separated from the front edge portions of the vehicle body side surfaces 3b and 3c and the vehicle body upper surface 3d is separated from the side edge portions 3g and 3h and repositioned at the rear side (downstream side) of the vehicle 2 in the traveling direction. . For this reason, the apparent cross-sectional area of the leading portion of the vehicle 2 increases due to the separation of the air flow F from the vehicle body end surface 3a, and the pressure fluctuation generated when the vehicle 2 enters the fixed structure such as a tunnel increases.

On the other hand, when the vehicle 2 travels in the X-axis direction in the presence of the separation suppressing unit 6 and the guiding unit 9 shown in FIGS. 1 to 5, the airflow F that has collided with the vehicle body end surface 3 a is transferred to the separation suppressing unit 6 by the guiding unit 9. At the same time, the air flow F colliding with the guiding portion 9 is also guided to the separation suppressing portion 6 by the guiding portion 9. When the airflow F is guided to the peeling suppressing portion 6 by the induction unit 9, the vehicle body side 3b, 3c and the vehicle body upper surface 3d and the inner fin portion 7a, a gap delta ₁₁ with the air flow F passes between 7d, inner fins parts 7a, 7d and the outer fin portion 7b, airflow F a gap delta ₁₂ between the 7e passes. For this reason, the airflow F is guided from the vehicle body end surface 3a to the vehicle body side surfaces 3b and 3c and the vehicle body upper surface 3d, and the airflow F flows along these surfaces. When the airflow F collides with the vehicle body end surface 3a, the airflow F that collides with the vehicle body end surface 3a is stopped by the inclined surface 9b of the guide portion 9, and a high pressure region is formed in front of the vehicle body end surface 3a. For this reason, the airflow F colliding with this high pressure region is guided to the separation suppressing portion 6 by the inclined surface 9a of the guiding portion 9, and the separation of the airflow F from the vehicle body end surface 3a is suppressed. As a result, the airflow F that has collided with the vehicle body end surface 3a is prevented from peeling off and the apparent cross-sectional area of the leading portion of the vehicle 2 is prevented from increasing, and this occurs when the vehicle 2 enters a fixed structure such as a tunnel. Pressure fluctuation is reduced.

The air flow separation suppressing structure of the moving body according to the first embodiment of the present invention has the following effects.
(1) In the first embodiment, the air flow F is separated from the head portion of the vehicle 2 by guiding the air flow F from the vehicle body end surface 3a of the vehicle 2 to the vehicle body side surfaces 3b and 3c and the vehicle body upper surface 3d. The peeling suppression unit 6 suppresses, and the guide portion 9 guides the airflow F toward the vehicle body end surface 3 a to the peeling suppression unit 6. For this reason, when the separation of the airflow F from the vehicle body end surface 3a cannot be sufficiently suppressed only by installing only the separation suppressing unit 6, the airflow F can be easily guided to the separation suppressing unit 6 by the guide unit 9. it can.

(2) In the first embodiment, the air flow F collides with the front side of the vehicle body end surface 3 a of the vehicle 2, and the guiding unit 9 guides the collided air flow F to the separation suppressing unit 6. For this reason, the airflow F toward the vehicle body end surface 3a of the vehicle 2 can be easily guided to the separation suppressing unit 6, and the separation of the airflow F from the vehicle body end surface 3a can be suppressed.

(3) In the first embodiment, the guide portion 9 protrudes from the vehicle body end surface 3a along the upper edge portion 3f and the side edge portions 3g and 3h of the vehicle body end surface 3a of the vehicle 2. For this reason, the airflow F is caused to collide with the guiding portion 9, the collided airflow F is guided to the separation suppressing portion 6 by the guiding portion 9, and the airflow F that has collided with the vehicle body side surfaces 3b and 3c and the vehicle body upper surface 3d can be easily obtained. Can lead.

(4) In the first embodiment, the guide portion 9 includes the inclined surface 9a that is inclined from the front of the vehicle body end surface 3a of the vehicle 2 toward the upper edge portion 3f and the side edge portions 3g, 3h of the vehicle body end surface 3a. Yes. For this reason, the airflow F which collided with the guidance | induction part 9 can be easily guide | induced to the peeling suppression part 6 by the inclined surface 9a. As a result, it is possible to suppress the separation of the air flow F from the vehicle body end surface 3a, to suppress an increase in the apparent cross-sectional area of the front portion of the vehicle 2, and to reduce the generation of tunnel micro-pressure waves.

(5) In this 1st Embodiment, the cross-sectional shape of the guidance | induction part 9 when it cut | disconnects by a horizontal surface and a perpendicular surface is a mountain shape. For this reason, it is possible to suppress the separation of the air flow F from the vehicle body end surface 3a by the guide portion 9 having a simple structure, and to prevent the appearance of the vehicle 2 from being spoiled without greatly changing the appearance of the vehicle 2. Can do.

(6) In the first embodiment, the vehicle body side 3b of the vehicle 2, the gap delta ₁₁ louver portion 7A between 3c and the vehicle body upper surface 3d and the inner fin portion 7a, together with the 7B is passing airflow F, the louver portions 7A the gap delta ₁₂ between the inner fin portion 7a and the outer fin portion 7b, 7B is to pass air flow F. For this reason, it is possible to reduce the air resistance of the vehicle 2 by suppressing the air flow F that has collided with the vehicle body end surface 3a, and to suppress an increase in the apparent cross-sectional area of the front portion of the vehicle 2. Thus, generation of tunnel micro-pressure waves can be reduced. In addition, it is possible to reduce vehicle body structural fatigue caused by repeated loads acting on the vehicle body 3, and to reduce the pinching phenomenon that occurs in passengers in the vehicle body 3 due to fluctuations in atmospheric pressure.

(7) In the first embodiment, the inner fin portion 7a and the outer fin portion 7b are provided with convex curved surfaces 7h and 7i that are curved toward the vehicle body end surface 3a of the vehicle 2. For this reason, the airflow F guided by the guiding portion 9 can be easily guided to the vehicle body side surfaces 3b and 3c and the vehicle body upper surface 3d by the convex curved surfaces 7h and 7i.

(8) In the first embodiment, the vehicle body end surface 3a of the vehicle 2 has a gable shape. For this reason, when the vehicle body end surface 3a of the vehicle 2 has a gable shape at the head of the square cross section and only the separation suppressing portion 6 is installed, the separation of the air flow F from the vehicle body end surface 3a cannot be sufficiently suppressed. The air flow F can be easily guided to the separation suppressing unit 6 by the unit 9.

(Second Embodiment)
In the following, the same parts as those shown in FIGS. 1 to 5 are denoted by the same reference numerals and detailed description thereof is omitted.
6 to 10 includes fin portions 10A and 10B, support portions 11A and 11B, and the like. Fin portion 10A shown in FIGS. 6 to 8 and FIG. 10 (B), a portion passing the air flow F in the gap delta ₂ between the vehicle body side surface 3b, 3c. 6, a fin portion 10B shown in FIG. 7, 9 and 10 (A) is a part which passes the airflow F in the gap delta ₂ between the vehicle body upper surface 3d. The fin portions 10A and 10B are blade plate-like members similar to the inner fin portions 7a and 7d and the outer fin portions 7b and 7e shown in FIG. The fin portion 10A includes a transmissive portion 10c shown in FIGS. 6 and 7 similar to the transmissive portions 7c and 7d shown in FIGS. 1 to 3, a concave curved surface 7g and a convex curved surface 7h shown in FIG. A concave curved surface 10g and a convex curved surface 10h shown in FIG. The fin portion 10B has a concave curved surface 10g, a convex curved surface 10h, and a flat surface 10m shown in FIG. 10A similar to the concave curved surface 7g, the convex curved surface 7h, and the flat surfaces 7m, 7n shown in FIG. , 10n. As shown in FIG. 5, the tip portions of the fin portions 10A and 10B are curved toward the vehicle body end surface 3a, and slightly protrude forward from the vehicle body end surface 3a. The rear end portions of the fin portions 10A, 10B are curved toward the vehicle body side surfaces 3b, 3c and the vehicle body upper surface 3d side, are formed substantially parallel to these surfaces, and slightly protrude from these surfaces. The support portion 11A is a portion that supports the fin portion 10A on the vehicle body 3, and the support portion 11B is a portion that supports the fin portion 10B on the vehicle body 3. As with the support portions 8A and 8B shown in FIG. 5, the support portions 11A and 11B are arranged in a plurality at predetermined intervals in the length direction of the fin portions 10A and 10B, and the fin portions 10A and 10B and the vehicle body 3 are arranged. And The support portions 11A and 11B are plate-like members that are rounded at the upstream and downstream ends and are flat on both sides, and are detachably fixed to the vehicle body 3 by fastening members such as bolts or screws (not shown). ing.

Next, the effect | action of the airflow separation suppression structure of the moving body which concerns on 2nd Embodiment of this invention is demonstrated.
When the vehicle 2 travels at a high speed in the X-axis direction in the state shown in FIGS. 6 to 9, the airflow F colliding with the vehicle body end surface 3 a is guided to the separation suppressing unit 6 by the guiding unit 9 and collides with the guiding unit 9. The air flow F is also guided to the separation suppressing unit 6 by the guide unit 9. When the airflow F is guided to the peeling suppressing portion 6 by the induction unit 9, it passes through the vehicle body side 3b, 3c and the vehicle body upper surface 3d and the fin portion 10A, the gap delta ₂ between 10B. For this reason, the airflow F is guided from the vehicle body end surface 3a to the vehicle body side surfaces 3b and 3c and the vehicle body upper surface 3d, and the airflow F flows along these surfaces. As a result, the airflow F that has collided with the vehicle body end surface 3a is prevented from peeling off and the apparent cross-sectional area of the leading portion of the vehicle 2 is prevented from increasing, and this occurs when the vehicle 2 enters a fixed structure such as a tunnel. Pressure fluctuation is reduced.

In addition to the effects of the first embodiment, the airflow separation suppressing structure for a moving body according to the second embodiment of the present invention has the effects described below.
(1) In the second embodiment, a fin portion 10A to pass the airflow F, and 10B peeling suppressing portion 6 is provided with the gap delta ₂ between the vehicle body side surface 3b, 3c and the vehicle body upper surface 3d of the vehicle 2 . Therefore, as compared with the louver portions 7A and 7B including the inner fin portions 7a and 7d and the outer fin portions 7b and 7e shown in FIGS. 1 to 5, the structure of the separation suppressing portion 6 while maintaining the separation suppressing effect of the air flow F. Can be easy. For this reason, for example, when traveling along a curve in a state where one vehicle 2 and the other vehicle 2 are connected, the separation suppressing unit 6 on one vehicle 2 side and the separation suppressing unit 6 on the other vehicle 2 side Can be prevented from interfering.

(2) In the second embodiment, the fin portions 10A and 10B are provided with convex curved surfaces 10h that are curved on the vehicle body end surface 3a of the vehicle 2. For this reason, the airflow F guided by the guiding portion 9 can be easily guided to the vehicle body side surfaces 3b and 3c and the vehicle body upper surface 3d by the convex curved surface 10h.

(Third embodiment)
11 to 13 is arranged between the louver portions 7A and 7B and the vehicle body 3. As shown in FIGS. 11 to 13, the guide portion 9 is disposed on the vehicle body end surface 3 a of the vehicle 2 with a width W _d2 (for example, W _d2 = W _d1 / 2), and has a height H _d1 from the vehicle body end surface 3 a. Only protruding. The guiding part 9 shown in FIGS. 11 to 13 is similar to the guiding part 9 shown in FIGS. 1 to 10 in the vehicle 2 along the upper edge 3f and the side edges 3g and 3h of the vehicle body end surface 3a. The vehicle body end surface 3a is disposed with a width W _d2 and protrudes from the vehicle body end surface 3a by a height H _d1 . The guide portion 9 is a front projection that is arranged so that the side surface of the columnar body whose bottom surface is substantially a right triangle shape is joined to the vehicle body end surface 3a. The guiding portion 9 has a height direction of the guiding portion 9 that matches the length direction (X-axis direction) of the vehicle 2, and the guiding portion 9 is guided in the left-right direction (Y-axis direction) and the vertical direction (Z-axis direction) of the vehicle 2. It arrange | positions so that the width direction of the part 9 may correspond. As shown in FIG. 13, the guide portion 9 does not include the inclined surface 9b and the inner edge portion 9e of the guide portion 9 shown in FIGS. 5 and 10, and the vehicle body end surface 3a is on the opposite side of the outer edge portion 9d. Is provided with a flat surface 9f formed substantially perpendicular thereto. As shown in FIGS. 11 to 13, the guide portion 9 has a mountain shape in cross section when cut along a horizontal plane and a vertical plane, and the guide portion 9 shown in FIGS. 5 and 10 is halved at the tip end portion 9 c. It is formed in a semi-large triangle that is cut. The third embodiment has the same effects as the first embodiment and the second embodiment.

(Fourth embodiment)
14 to 16 has the same shape as that of the guide portion 9 shown in FIGS. 11 to 13, and is arranged between the fin portions 10 </ b> A and 10 </ b> B and the vehicle body 3 shown in FIGS. 6 to 10. Yes. 14 to 16 is similar to the guide portion 9 shown in FIGS. 11 to 13 in that the vehicle 2 extends along the upper edge portion 3f and the side edge portions 3g and 3h of the vehicle body end surface 3a. The vehicle body end surface 3a is disposed with a width W _d2 and protrudes from the vehicle body end surface 3a by a height H _d1 . The fourth embodiment has the same effects as the first to third embodiments.

(Fifth embodiment)
17 to 19 is disposed between the louver portions 7A and 7B and the vehicle body 3. The guide portion 9 is disposed on the vehicle body end surface 3a of the vehicle 2 along the upper edge portion 3f and side edge portions 3g and 3h of the vehicle body end surface 3a with a width W _d2 , and has a height from the vehicle body end surface 3a. Only H _d1 protrudes. The guide portion 9 is a front surface in which a flat plate is bent at an acute angle to form a flat surface on the side joined to the vehicle body end surface 3a, and a surface opposite to the side joined to the vehicle body end surface 3a is formed on an inclined surface or a flat surface. It is a protrusion. The inclined surface 9a are substantially long plate-like curved surface or plane of a uniform thickness and width W _d2. As shown in FIGS. 17 and 18, the inclined surface 9a has a mountain shape in cross section when cut by a vertical surface and a horizontal surface, and the tip of the substantially V-shaped acute angle portion has an upper edge portion 3f and side edge portions 3g, It is a large V-shape matched with 3h. The inclined surface 9a is formed with a width W _d2 and a height H _d1 continuously along the upper edge portion 3f and the side edge portions 3g, 3h of the vehicle body end surface 3a. The front end portion 9c is formed at the upper end portion of the inclined surface 9a, and is disposed with a space between the front end portion 9c and the vehicle body end surface 3a. The distal end portion 9c has a circular or oval cross-sectional shape when cut along a vertical plane and a horizontal plane, and includes a round portion for reducing air resistance. The fifth embodiment has the same effects as those of the first to fourth embodiments.

(Sixth embodiment)
The guiding part 9 shown in FIGS. 20 to 22 has the same shape as the guiding part 9 shown in FIGS. 17 to 19 and is arranged between the fin parts 10A and 10B and the vehicle body 3 shown in FIGS. Yes. 20 to 22 is similar to the guide portion 9 shown in FIGS. 17 to 19 in that the vehicle 2 extends along the upper edge portion 3f and the side edge portions 3g and 3h of the vehicle body end surface 3a. The vehicle body end surface 3a is disposed with a width W _d2 and protrudes from the vehicle body end surface 3a by a height H _d1 . The sixth embodiment has the same effects as those of the first to fifth embodiments.

(Seventh embodiment)
23 is arranged between the louver portions 7A and 7B and the vehicle body 3 shown in FIGS. 1 to 5, FIGS. 11 to 13 and FIGS. 17 to 19, and FIGS. 14 to 16 and 20 to 22 are disposed between the fin portions 10A and 10B and the vehicle body 3. 23 is similar to the guide portion 9 shown in FIGS. 1 to 22, the vehicle body end surface 3 a of the vehicle 2 along the upper edge portion 3 f and the side edge portions 3 g and 3 h of the vehicle body end surface 3 a of the vehicle 2. _And W _d2 , W _d2 , and protrudes from the end face 3a of the vehicle body by a height H _d2 .

The inclined surfaces 9a and 9b shown in FIG. 23 (A) have the same width _Wd1 as the inclined surfaces 9a and 9b shown in FIGS. 5 and 10, but are more than the inclined surfaces 9a and 9b shown in FIGS. The height H _d2 (eg, H _d2 = H _d1 / 2) is low. Like the inclined surfaces 9a and 9b shown in FIGS. 5 and 10, the inclined surfaces 9a and 9b shown in FIG. 23 (A) are formed into arcuate surfaces or flat surfaces, and have a convex shape with a large curvature radius. A curved surface or a plane inclined at a substantially constant angle. The inclined surfaces 9a and 9b shown in FIG. 23A are small triangles in which the cross-sectional shape is a mountain shape and the short sides of two right-angled triangles having the same shape are joined to each other, and the vehicle body end surface 3a shown in FIGS. The upper edge portion 3f and the side edge portions 3g and 3h are continuously formed with a width W _d1 and a height H _d2 .

The inclined surface 9a shown in FIG. 23B has the same width W _d2 as the inclined surface 9a shown in FIGS. 13 and 16, but has a height H _d2 (for example, higher than the inclined surface 9a shown in FIGS. 13 and 16). H _d2 = H _d1 / 2) is low. The inclined surface 9a shown in FIG. 23 (B) has the same shape as the inclined surface 9a shown in FIG. 23 (A), and the guiding portion 9 shown in FIG. A semi-small triangle is formed with a width W _d2 and a height H _d2 continuously along the upper edge portion 3f and the side edge portions 3g, 3h of the vehicle body end surface 3a shown in FIGS. Yes.

The inclined surface 9a shown in FIG. 23C has the same width W _d2 as the inclined surface 9a shown in FIGS. 19 and 22, but has a height H _d2 (for example, higher than the inclined surface 9a shown in FIGS. 19 and 22). H _d2 = H _d1 / 2) is low. The inclined surface 9a shown in FIG. 23C has the same shape as the inclined surface 9a shown in FIGS. 23A and 23B, and the tip of the substantially V-shaped acute angle portion is shown in FIGS. It is a small V-shape matched with the upper edge portion 3f and the side edge portions 3g, 3h, and is continuously formed along the upper edge portion 3f and the side edge portions 3g, 3h with a width W _d2 and a height H _d2. ing. The seventh embodiment has the same effects as those of the first to sixth embodiments.

Next, examples of the present invention will be described.
(Wind tunnel test equipment)
A wind tunnel test apparatus 20 shown in FIG. 24 is an apparatus for observing the flow of the surface of the model vehicle 30 when air is flowed toward the model vehicle 30. The wind tunnel testing apparatus 20 includes a nozzle (air outlet) 20a that blows out air, a sealed measurement unit 20b that flows air from the nozzle 20a to the model vehicle 30, and a model vehicle on the floor surface 20c of the sealed measurement unit 20b. 30 is provided with a support 20d that supports 30 and a suction unit (collector) (not shown) that sucks in air from the sealed measurement unit 20b. In this experiment, a large-sized, low-noise wind tunnel test device with a sealed body was used in the Wind Tunnel Technology Center (Yonehara) of the Railway Technical Research Institute. The model vehicle 30 was fixed to the floor surface 20c using two struts 20d having a wing-shaped cross section. As shown in FIG. 24A, the distance from the tip of the nozzle 20a to the vehicle head portion 30b is 1566 mm, and the distance from the surface of the floor surface 20c to the bottom surface of the model vehicle 30 is 229 mm (from the real rail bottom surface to the vehicle bottom surface). The experimental wind speed U was set to 50 m / s. The Reynolds number Re = 1.9 × 10 ⁶ (Re = UW / ν = 50 × 0.56 / (1.5 × 10 ⁻⁵ ), air kinematic viscosity coefficient ν) with the width W = 560 mm of the model vehicle 30 as a representative length. As shown in FIGS. 24A and 24B, the coordinate system uses the center point in the width direction at the upper end of the vehicle head portion 30b as the origin, the rail direction (flow direction) as the X axis, the sleeper direction as the Y axis, In these right-handed coordinate systems, the upper vertical direction was set as the Z axis.

(Model vehicle)
A model vehicle 30 shown in FIGS. 24 and 25 is a large wind tunnel test model vehicle simulating (reducing) an actual railway vehicle. The model vehicle 30 includes a vehicle main body 30a shown in FIGS. 24 and 25, a vehicle head 30b that is detachably attached to the vehicle main body 30a shown in FIG. 24C, and a louver shown in FIGS. The parts 30d and 30e, the guiding part 30f, and the like are provided. The model vehicle 30 is a 1/5 scale model of a conventional line type vehicle, and has a height H = 560 mm and an overall length L = 3920 mm. The model vehicle 30 has a rectangular vehicle cross section, a roof surface that is a completely flat plate, a portion where the side surface and the roof surface are connected is a corner, and a top shape is also a corner. The model vehicle 30 is one vehicle, and is flat without any underfloor equipment except for the two columns 20d. A model vehicle 30 shown in FIGS. 24 and 25 includes louver portions 7A and 7B and a guide portion 9 shown in FIGS. Louver portions 30d and 30e are detachable from the head portion of vehicle body portion 30a, and correspond to louver portions 7A and 7B shown in FIGS. The guide part 30f is detachable from the head part of the vehicle body part 30a, and the cross-sectional shape shown in FIGS. 11 to 13 corresponds to the guide part 9 having a large triangle. The louver height h ₁ shown in FIG. 25 is the protruding amount of the louver portion 30 d on the side of the vehicle body of the model vehicle 30 (in the left-right direction). The louver height h ₂ is the amount of protrusion of the louver portion 30e above the vehicle body (vertical direction) of the model vehicle 30. The louver height h ₃ is the amount of protrusion of the louver portions 30d and 30e in the front of the model vehicle 30 (the flow direction (rail length direction)). The front projection height d is the amount of protrusion of the guide portion 30f in the front of the model vehicle 30 (flow direction (rail length direction)). The louver portions 30d and 30e are made of one type having a louver height h ₁ of 3 mm, a louver height h ₂ of 7 mm, and a louver height h ₃ of 33 mm, and the guide portion 30f is a 1 having a front projection height d of 11 mm. Created a type.

(Visualization by tuft method)
The model vehicle 30 was installed in the wind tunnel test apparatus 20 shown in FIG. 24, and the wind tunnel test was implemented. The wind tunnel test was performed for the case where the louver portions 30d and 30e and the guide portion 30f shown in FIGS. 24 and 25 were installed, and the case where the louver portions 30d and 30e and the guide portion 30f were not installed, respectively. In order to investigate the flow around the model vehicle 30, visualization by a tuft method was performed as shown in FIGS. Here, the tuft method is a method in which the flow state on the surface of an object is observed using an air flow yarn such as a yarn or wool yarn, and the flow direction, separation region, unstable region, and the like are visualized. The tufts 40 shown in FIGS. 24 and 25 are cotton yarn # 30, and are attached to the vehicle body surface (roof surface and side surfaces) with an adhesive. As shown in FIGS. 24 (A), (B) and FIGS. 25 (A), (B), in the X-axis direction, the first row is pasted at a predetermined position from the front end of the vehicle head portion 30b and installed at a predetermined pitch. . In addition, as shown in FIGS. 24A and 25A, five rows were pasted on the side surfaces in the Z-axis direction. As shown in FIG. 24B and FIG. 25B, six rows were pasted on the upper surface in the Y-axis direction. In this experiment, the areas of “peel” and “no peel” were defined as follows according to the movement of the tuft 40. The “separation” region is a region where the tuft 40 faces in the opposite direction to the flow, and the “no separation” region is a region where the tuft 40 faces the flow direction (forward direction). The flow “reattaches” between “separation” and “no separation”. Even when all the tufts 40 are in the forward direction, the separation is not always necessary when there is a minute separation region near the end of the vehicle head portion 30b where the tufts 40 are not installed or in the case of three-dimensional separation. There may be a case where the region does not always flow backward. However, in this experiment, it was difficult to capture such a separation region, and it was determined that “no separation” when the tuft 40 was in the forward direction.

(Air resistance measuring device)
The air resistance measuring device 50 shown in FIG. 24C is a device that measures the air resistance acting on the model vehicle 30, and is installed below the floor 20c of the sealed measuring unit 20b with the model vehicle 30 fixed. Has been. The air resistance measuring device 50 is a pyramid balance (Pyramid load cell type six component balance made by Shimadzu Corporation), and measures the air resistance acting on the model vehicle 30. In this experiment, the sampling frequency is 10 Hz, and recorded data 100 in one recording (10 seconds) to calculate the drag coefficient C _D from the measured air resistance F _D. Here, the air resistance coefficient C _D = F _D /(0.5ρU ² A _vehicle ), the air resistance F _D (N), the air density ρ (kg / m ³ ), and the projected sectional area A of the model vehicle 30 A _vehicle = 0.56 × 0.56 = 0.3136 (m ² ).

(Experimental result)
In the experiment, conventional lines in which the amount of protrusion from the actual vehicle body is as small as possible and the flow separation is effectively suppressed so that the louver portions 30d and 30e and the guiding portion 30f shown in FIG. Looked for the top shape of the vehicle. Table 1 is a list showing typical experimental results of shapes having a high flow separation suppressing effect and a small protrusion amount from the vehicle body surface.

The “louver + front protrusion” shown in Table 1 has a louver height h ₁ shown in FIG. 25 of 3 mm (actual conversion size 17 mm), a louver height h ₂ of 7 mm (actual conversion size 37 mm), and a louver height. The length h ₃ is 33 mm (actual conversion size 165 mm), the front projection height d is 11 mm (actual conversion size 55 mm), and the front projection width w is 35 mm (actual conversion size 175 mm). As shown in FIG. 27, in the absence of the louver portions 30d and 30e and the guide portion 30f, most of the tufts 40 from the top of the roof surface to the ninth row are directed in the opposite direction to the flow, and the flow is separated. It was confirmed that the region existed up to the vicinity of the ninth row, and the flow was separated near the top. On the other hand, as shown in FIG. 26, when there are louver portions 30d and 30e and a guide portion 30f, all tufts 40 after the top portion of the roof surface face the flow direction, and the louver portions 30d and 30e and the guide portion It was confirmed that the size of the separation region of the airflow was effectively suppressed by 30f. Further, as shown in Table 1, the louver portion 30d, in comparison with the air resistance coefficient C _D in the absence of 30e and the guiding section 30f, louver portion 30d, the air resistance coefficient C _D when there is 30e and guiding section 30f It was confirmed that the air resistance can be reduced by installing the louver portions 30d and 30e and the guiding portion 30f.

(Other embodiments)
The present invention is not limited to the embodiment described above, and various modifications or changes can be made as described below, and these are also within the scope of the present invention.
(1) In this embodiment, the case where the moving body is a railway vehicle has been described as an example. However, the present invention can also be applied to other moving bodies such as automobiles. Further, in this embodiment, the case where the head portion shape of the vehicle body 3 is a gable shape has been described as an example, but the present invention can also be applied to the case where the head portion shape is a streamlined shape. Furthermore, in this embodiment, the case where the guide portions 9 are arranged on the upper side and both sides of the vehicle body end surface 3a has been described as an example. However, the guide portions 9 may be arranged on at least one of both sides or the upper side of the vehicle body end surface 3a. it can.

(2) In this embodiment, the case where the cross-sectional shape of the inclined surfaces 9a and 9b is a curved surface or a plane has been described as an example. However, the cross-sectional shape of the inclined surfaces 9a and 9b is formed in a part of a circle or an ellipse. It can also be formed in any rounded part, partly formed on a flat surface and the remaining part formed on a curved surface, or formed into a polygon formed by bending a flat plate at a plurality of locations. Further, in this embodiment, the case where the cross-sectional shape of the guide portion 9 is a substantially isosceles triangle, a substantially right triangle, or a substantially V-shape has been described as an example, but these can be arbitrarily combined.

(3) In this embodiment, the case where the separation suppressing unit 6 is disposed on both sides and the upper side of the vehicle body end surface 3a has been described as an example. However, either one of them is omitted or the separation suppressing unit 6 is disposed on the vehicle body end surface. It is also possible to dispose the lower part of 3a, or to dispose the separation suppressing part 6 on either the left or right side edge part. Further, in this embodiment, the case where the peeling suppressing unit 6 includes the louver portions 7A and 7B and the fin portions 10A and 10B has been described as an example, but these can be arbitrarily combined. For example, it is also possible to dispose the separation suppressing portion 6 including the fin portions 10A on both sides of the vehicle body end surface 3a and dispose the separation suppressing portion 6 including the louver portion 7B above the vehicle body end surface 3a. In this case, since the vehicle limit is wider on the vehicle body upper surface 3d side than the vehicle body side surfaces 3b and 3c side, the shape of the separation suppressing portion 6 on the vehicle body upper surface 3d side can be increased. Similarly, it is also possible to adopt a structure in which a part of the peeling prevention portion 6 on both sides and upper side of the vehicle body end surface 3a includes louver portions 7A and 7B and the remaining portion includes fin portions 10A and 10B.

(4) In this embodiment, the case where the surface shapes of the louver portions 7A and 7B and the fin portions 10A and 10B are arc-shaped plate members has been described as an example. However, these surface shapes are elliptical and elliptical. The present invention can also be applied to the case of a plate member having a round shape such as a part of the shape or a curved surface having a curvature. Further, in this embodiment, the case where another vehicle 2 can be connected to the front side of the vehicle 2 has been described as an example. However, the separation suppressing unit 6 is formed of a flexible flexible member, and the front vehicle 2 It is also possible to make a structure in which the front end portion of the separation suppressing portion 6 and the front end portion of the separation suppressing portion 6 of the rear vehicle 2 are brought into close contact with each other. Furthermore, in this embodiment, the case where a part of the peeling suppression unit 6 includes the transmission parts 7c, 7f, and 10c has been described as an example, but the entire peeling suppression unit 6 may be transparent or translucent. .

(4) In this embodiment, the case where the inner fin portions 7a and 7d and the outer fin portions 7b and 7e and the fin portion 10B are provided with curved surfaces has been described as an example, but some of these include curved surfaces, The present invention can also be applied to the case where the remaining portion has a flat surface, or the case where these are polygons formed by bending a flat plate at a plurality of locations. In the first embodiment, the third embodiment, and the fifth embodiment, an example is given in which the inner fin portions 7a and 7d and the outer fin portions 7b and 7e of the louver portions 7A and 7B have different shapes. Although described, both can be formed in the same shape. Furthermore, in this 1st Embodiment, 3rd Embodiment, and 5th Embodiment, although the case where the front-end | tip part of the inner side fin part 7a of the louver part 7A was extended with the plane plate was mentioned as an example, The tip of the inner fin portion 7d can be extended with a flat plate, or the tip of the inner fin portion 7d with only the louver portion 7B can be extended with a flat plate. For example, when the vehicle limit on the vehicle body upper surface 3d side is narrow, the front end portion of the inner fin portion 7a of the louver portion 7B can be extended by a flat plate. Similarly, in the fifth embodiment, the case where the tip end portion of the inner fin portion 7a is extended by a flat plate has been described as an example. However, the tip portion of the inner fin portion 7d and the outer fin portions 7b and 7e is changed to a flat plate. It is also possible to extend the tip of only the outer fin portions 7b and 7e with a flat plate, or to continuously extend with the same curved radius by a curved plate instead of the flat plate.

1 track 2 vehicle (moving body)
3 Body 3a End face (front)
3b, 3c Body side (side)
3d Car body upper surface (upper surface)
3f Upper edge portion 3g, 3h Inclined portion 4 Carriage 5 Airflow separation suppression structure 6 Separation suppression portion 7A, 7B Louver portion 7a, 7d Inner fin portion 7b, 7e Outer fin portion 7g, 7i Concave curved surface 7h, 7j Convex curved surface 7m, 7n plane 8A, 8B support portion 9 guide portion 9a, 9b inclined surface 9c tip end portion 9d outer edge portion 9e inner edge portion 10A, 10B fin portion 11A, 11B support portion F air current Δ ₁₁ , Δ ₁₂ , Δ ₂ gap portion W _d1 , W _d2 width H _d1 , H _d2 height X Movement direction (length direction)
Y Left-right direction Z Up-down direction

Claims (19)

When the moving body moves, the moving body has an air flow separation suppressing structure that suppresses the separation of the air flow from the leading portion of the moving body,
A delamination suppressing unit that suppresses the separation of the airflow from the leading portion of the moving body by guiding the airflow from the front surface of the moving body to the side surface of the moving body;
A guiding portion for guiding an air flow toward the front surface of the moving body to the separation suppressing portion;
A structure for suppressing air flow separation of a moving body. In the air flow separation suppressing structure of the moving body according to claim 1,
The guide unit causes the airflow to collide with the front side of the front surface of the moving body, and guides the collided airflow to the separation suppressing unit;
A structure that suppresses air flow separation of moving objects. In the airflow separation suppressing structure of the moving body according to claim 1 or 2,
The guide part protrudes from the front surface along a side edge of the front surface of the movable body;
A structure that suppresses air flow separation of moving objects. In the air flow separation suppressing structure of the moving body according to any one of claims 1 to 3,
The guide portion includes an inclined surface that is inclined from the front side of the moving body toward a side edge of the front surface of the moving body;
A structure that suppresses air flow separation of moving objects. In the air flow separation suppressing structure of the moving body according to claim 4,
The guide part has a mountain shape in cross section when cut along a horizontal plane,
A structure that suppresses air flow separation of moving objects. In the air flow separation suppressing structure of the moving body according to any one of claims 1 to 5,
The separation suppressing unit allows the airflow to pass through a gap between the side surface of the movable body and the inner fin portion, and allows the airflow to pass through a gap between the inner fin portion and the outer fin portion. Having a louver part,
A structure that suppresses air flow separation of moving objects. In the air flow separation suppressing structure of the moving body according to claim 6,
The inner fin portion and the outer fin portion each include a curved surface that curves toward the front side of the movable body;
A structure that suppresses air flow separation of moving objects. In the structure for suppressing air flow separation of the moving body according to claim 1,
The peeling prevention unit includes a fin portion that allows the airflow to pass through a gap between the side surface of the movable body;
A structure that suppresses air flow separation of moving objects. In the air flow separation suppressing structure of the moving body according to claim 8,
The fin portion includes a curved surface that curves toward the front surface side of the movable body;
A structure that suppresses air flow separation of moving objects. When the moving body moves, the moving body has an air flow separation suppressing structure that suppresses the separation of the air flow from the leading portion of the moving body,
A delamination suppressing unit that suppresses the separation of the airflow from the leading portion of the moving body by guiding the airflow from the front surface of the moving body to the upper surface of the moving body;
A guiding portion for guiding an air flow toward the front surface of the moving body to the separation suppressing portion;
A structure for suppressing air flow separation of a moving body. In the air flow separation suppressing structure of the moving body according to claim 10,
The guide unit causes the airflow to collide with the front side of the front surface of the moving body, and guides the collided airflow to the separation suppressing unit;
A structure that suppresses air flow separation of moving objects. In the structure for suppressing air flow separation of the moving body according to claim 10 or 11,
The guide part protrudes from the front surface along the upper edge of the front surface of the moving body;
A structure that suppresses air flow separation of moving objects. In the airflow separation inhibiting structure of the moving body according to any one of claims 10 to 12,
The guide unit includes an inclined surface that is inclined from the front side of the moving body toward the upper edge of the front side of the moving body;
A structure that suppresses air flow separation of moving objects. In the airflow separation inhibiting structure of the moving body according to any one of claims 10 to 12,
The guide part has a mountain shape in cross section when cut along a vertical plane,
A structure that suppresses air flow separation of moving objects. In the airflow separation suppressing structure of the moving body according to any one of claims 10 to 14,
The separation suppressing unit allows the airflow to pass through a gap between the upper surface of the movable body and the inner fin portion, and allows the airflow to pass through a gap between the inner fin portion and the outer fin portion. Having a louver part,
A structure that suppresses air flow separation of moving objects. In the air flow separation suppressing structure of the moving body according to claim 15,
The inner fin portion and the outer fin portion each include a curved surface that curves toward the front side of the movable body;
A structure that suppresses air flow separation of moving objects. In the structure for suppressing air flow separation of the moving body according to any one of claims 10 to 16,
The peeling prevention unit includes a fin portion that allows the airflow to pass through a gap between the movable body and the upper surface;
A structure that suppresses air flow separation of moving objects. In the air flow separation suppressing structure of the moving body according to claim 17,
The fin portion includes a curved surface that curves toward the front surface side of the movable body;
A structure that suppresses air flow separation of moving objects. In the structure for suppressing air flow separation of the moving body according to claim 1,
The moving body has a gable shape on the front surface of the moving body,
A structure that suppresses air flow separation of moving objects.