JP3655095B2

JP3655095B2 - Connection structure between railway vehicles

Info

Publication number: JP3655095B2
Application number: JP17571398A
Authority: JP
Inventors: 順雄山上; 秀樹 ▲高▼瀬; 昇小林
Original assignee: Kawasaki Jukogyo KK
Current assignee: Kawasaki Motors Ltd
Priority date: 1998-06-23
Filing date: 1998-06-23
Publication date: 2005-06-02
Anticipated expiration: 2018-06-23
Also published as: JP2000006799A

Description

【０００１】
【産業上の利用分野】
本発明は、連結器を介して相互に連結される鉄道車両間を幌装置にて接続する構造に関するもので、とくに新幹線車両などの高速で走行する鉄道車両の車両間から発生する騒音防止に好適な接続構造に関する。
【０００２】
【従来の技術】
図１１は鉄道車両（新幹線車両）が高速走行した際のある地点において計測した騒音レベルを示すグラフで、最初に騒音レベルが高くなった山ｘは車両先頭部分の通過時騒音で、後方の２つの騒音レベルの山ｙはパンタグラフの通過時騒音、その間の小さな騒音レベルの山ｚが車両の連結部の通過時騒音を示す。鉄道車両の高速化に伴い、空力騒音が走行速度の６乗に比例して高くなることから、空力騒音が車両の高速化を阻む大きな要因の一つになっている。とくに車両の連結部においては、空気流に乱れを生じ易く、このために空力騒音が頻繁に発生するが、その原因は、ウインドスロップ現象を起点とし、車両間の隙間で気柱共鳴が生じることによって空力騒音を増大させるからである。なお、気柱共鳴とは、例えば上端開放の隙間では図１２に示すように、気柱長によって共鳴して音の強さが強くなる現象をいい、同一気柱長（一本の気柱）であっても低次から高次の共鳴が起こり得る。また、隣接箇所など接近した位置に同一周波数で共鳴するものがあると、音の強さはさらに強くなる。
【０００３】
鉄道車両間の接続構造の従来技術として、図１３に示すように車体妻面（以下、端面ともいう）１２の両側周縁に装着される断面略直角三角形のゴム製側面外幌５１があり、この外幌５２は新幹線車両に採用されている。なお、符号５２は中央連絡通路１３の周囲を覆うひだ付きの幌装置である。
【０００４】
その他の先行技術として、特開平６−２７０８０２号公報および特開平８−２５３１３５号公報に記載のものがある。前者は、車両間の中央連絡通路（客室貫通路部分）と車両の下面を除く外周縁との間の隙間を発泡性材料で埋めて騒音源をなくすもので、発泡性材料の外周面および内周面には、伸縮性および可撓性に富む表皮材を一体に設けている。後者は、一対の断面略Ｕ字形の幌ひだを金枠で結合し、各幌ひだに略Ｕ字形溝を設けた一定厚みの山型発泡体ブロックを取り付けてなるゴム製幌装置により、車両間の中央連絡通路の周囲を覆うとともに、車端妻面の側周縁に公知のゴム製側面外幌を装着したものである。
【０００５】
【発明が解決しようとする課題】
上記した従来の側面外幌および上記公報に記載の接続構造では、次のような点で改良の余地がある。
【０００６】
▲１▼ 側面外幌５１（図１３）は、確かに側面部分の空いた隙間は減少されるものの、側面外幌５１は互いに離れて独立しているから、曲線走行時だけでなく直線走行時においても、車両の横方向相対移動によって側面外幌５１間において段差が生じてしまう。このような段差が生じると、車体側面から側面外幌の外側面に沿って流れていた空気流が乱れを起こし、フラップフロップ現象等が起こると同時に、内幌を底とし車体側の延長面を開とする片端開の気柱共鳴、妻面間の距離で起こる両端閉の気柱共鳴、内幌と外幌で囲まれ上下端を開口とする両端開の気柱共鳴が起こるおそれがあるため、新幹線車両に用いられている側面外幌５１では、騒音低減の効果が少ない。
【０００７】
▲２▼ 特開平６−２７０８０２号公報の接続構造は、発泡性材料に複数組の長さが同一の縦孔が形成されており、各縦孔の下端が開口しているので、高速走行時に各縦孔で気柱共鳴が起こり、騒音が発生する。同公報の図面においては、各縦孔共深さがほぼ同一であると判断され、各縦孔で発生する気柱共鳴の周波数はほぼ同じになるから、かなり大きな騒音が車外はもちろんのこと車室内にも響くおそれがある。
【０００８】
▲３▼ 特開平８−２５３１３５号公報の接続構造は、車両間に大きな空間があるため、▲２▼の場合と同様に、それらの空間の上面、側面および下面を通過する空気流によって、それぞれの面での気柱共鳴が起こり、また周波数を共通にする前述の気柱共鳴によって、大きな騒音が車室内外に響くおそれがある。
【０００９】
本発明は上記のような事情に鑑みてなされたもので、高速走行時における車体間の隙間を要因として起こる気柱共鳴ならびに空力抵抗を大幅に低減することができる鉄道車両の接続構造を提供することを目的としている。
【００１０】
【課題を解決するための手段】
上記課題を解決するために請求項１に記載の発明は、連結器を介して相互に連結される鉄道車両間を幌装置にて接続する構造において、隣接する前記車両間の各車体妻面の中央部に設けられる連絡通路の外周縁間を可撓性を有する環状の内面幌部材により、また各車体妻面の外周縁間を可撓性を有する環状の外面幌部材によりそれぞれほぼ全周にわたって接続するとともに、前記内面幌部材と前記外面幌部材とを、両環状空間部に軟質ウレタンフォームなどの弾性変形に富む柔軟な軟質発泡樹脂材を介在させて一体化することにより、前記幌装置を構成している。
【００１１】
請求項１記載の発明によれば、車両間の連結部における隙間の全部あるいは大部分が柔軟な軟質発泡樹脂材によって埋められるとともに、その外表面が外面幌部材によって覆われることにより、ウインドスロップ現象およびこれを起点とする気柱共鳴の発生が防止され、空力騒音の発生が抑えられる。また、車両間の隙間が軟質発泡樹脂材により埋められ無くなったことによって、連結部においても、車体表面に沿って流れる空気流が、車体外表面と面一の外面幌部材に沿って後方へスムーズに流れるから、空気流の乱れが生じにくく、高速走行時の空力抵抗も低減される。
【００１２】
請求項２に記載のように、前記外面幌部材をクロロスルホン化ポリエチレンゴムやエチレンプロロプレンゴムやエチレンプロピレンゴムのような伸縮性、撥水性および耐候性に富む膜状部材で、前記内面幌部材を伸縮性を奏させるように織った布材の表面にクロロスルホン化ポリエチレンゴムやエチレンプロロプレンゴムなどの耐候性ゴム材をコーティングしたものでそれぞれ形成することが望ましい。
【００１３】
請求項２記載の発明によれば、外面幌部材が防水性および耐侯性に優れた膜状部材からなり、車体表面と面一に車体連結部の外周面を覆っているので、高速走行時の騒音および空力抵抗の低減が図られる。一方、内面幌部材を伸縮性に優れた布材にしたから、カーブなどでの隣接する車体間の横方向や上下方向などの各方向の変位に対応して伸縮し、追随するとともに、布材に十分な通気性をもたせることにより、軟質発泡樹脂材と車室内の間で空気の流通作用（呼吸作用）が得られる。
【００１４】
請求項３に記載のように、前記幌装置の内部を構成する前記軟質発泡樹脂材を連続発泡樹脂材で形成し、前記内面幌部材の適所あるいは前記外面幌部材の下面の適所に通気孔を設けることが望ましい。
【００１５】
請求項３記載の発明によれば、内面幌部材あるいは外面幌部材下面の通気孔を通して連続発泡樹脂材の内外で空気が出入り可能であることから、車体間隔が広がる側では、軟質発泡樹脂材内に空気が流入されて、発生しようとする隙間や段差を吸収し、車体間隔が狭くなる側では、軟質発泡樹脂材内の過剰な空気が外部に排出され、適度な弾性にして、隙間や段差を吸収する。これにより、車体間隔の変化時や車体間の横方向等の変位時に連続発泡樹脂材が瞬時に対応して伸縮が行われ、連続発泡樹脂材に無理な力が作用しない。このため、連続発泡樹脂材を含め幌装置が長期にわたり安定して使用される。
【００１６】
請求項４に記載のように、前記幌装置により前記車体妻面間を接続する際に、接続後に車体妻面間の幌装置の前記外面幌部材が車体外表面と面一になるように妻面のほぼ全面に対して均等に予圧縮を与えるとよい。
【００１７】
請求項４記載の発明によれば、幌装置（とくに軟質発泡樹脂材）を車体妻面に対し予圧縮を与えて接続することで、接続後に幌装置（とくに軟質発泡樹脂材）が復元力を受けて膨張することにより、幌装置の表面（外面幌部材）が車体表面と面一になるように外方へ膨れるから、直線走行時でもカーブ走行時でも、車体間は幌装置の外表面（外面幌部材）によって車体間の隙間を無くし、かつ同車体間の段差を極力小さくしながら、車体間の変位が幌装置の軟質発泡樹脂材の弾性変形で全体的にほぼ均一に平滑化されるので、騒音抑制効果および空力抵抗低減効果が向上される。
【００１８】
請求項５に記載のように、前記幌装置により前記車体妻面間を接続する際に、接続後に車体妻面間の幌装置の前記外面幌部材が車体外表面と面一になるように妻面の外周縁に近づくに従って予圧縮量を増やすことが望ましい。
【００１９】
請求項５記載の発明によれば、走行中の車体間の変位量は外周面に近づくにつれて大きくなる傾向があるから、接続状態で幌装置の表面（外面幌部材）が車体表面と面一になるように外方へ膨れるから、直線走行時でもカーブ走行時でも、車体間は幌装置の外表面（外面幌部材）によって車体間の隙間を無くし、かつ同車体間の段差を極力小さくしながら、車体間の変位が幌装置の軟質発泡樹脂材の弾性変形で車体の外周縁に近づくにつれてより効果的に平滑化されるので、騒音および空力抵抗がより一層向上される。一方、幌装置の内面幌部材側は外面幌部材側に比べて膨張割合が小さいから、中央連絡通路側へ内面幌部材が張り出すことがない。
【００２０】
【発明の実施の形態】
以下、本発明に係る鉄道車両の接続構造の実施の形態を図面に基づいて説明する。
【００２１】
図１(ａ)は本発明の実施例に係る接続構造を適用した鉄道車両、例えば新幹線車両の連結部を正面より見た図を示している。連結器１５を介して互いに対向する車体１１の端面（妻面）１２は、縦長の略長方形状の中央連絡通路１３および台枠下面１４の下方を除いてほぼ全面が、幌装置１によって接続されている。つまり、車体１１間の端面１２の外周縁（台枠下面１４の下方を除く部分）が図１(ｂ)のように環状の外面幌部材２で接続され、また車体１１間の端面１２の中央連絡通路１３の周囲が環状の内面幌部材３で接続され、外面幌部材２と内面幌部材３の環状空間部内に非常に柔軟な軟質発泡樹脂材４が充填されるとともに、外面幌部材２と内面幌部材３が軟質発泡樹脂材４と一体に形成されている。いいかえれば、幌装置１は、図２(ｃ)に示すように所定厚みの環状体からなる軟質発泡樹脂材４の外表面に外面幌部材２が一体に形成されて軟質発泡樹脂材４の外周面を被覆するとともに、図２(ａ)(ｂ)のように軟質発泡樹脂材４の内表面に内面幌部材３が軟質発泡樹脂材４の内周面を覆うように一体に形成されて構成されている。
【００２２】
外面幌部材２は伸縮性、撥水性および耐候性に富む膜状の弾性体、例えばクロロスルホン化ポリエチレンゴム（ＣＳＭ）やエチレンプロロプレンゴム（ＥＰＭ）やエチレンプロピレンゴム（ＥＰＤＭ）から形成され、内面幌部材３は例えば伸縮性を奏させるように織った布材の表面に、ＣＳＭやＥＰＭなどの耐候性ゴム材をコーティングした材質のものから形成される。また軟質発泡樹脂材４には、本例では軟質ウレタンフォームが使用されている。
【００２３】
図１においては、車体１１の端面１２の外周縁に沿って外面幌部材２の端部が金具（図示せず）等を用いて取着され、また端面１２の中央連絡通路１３の周囲の全周にわたって外面幌部材３の端部が金具（図示せず）等を用いて着脱自在に取着される。さらに、軟質発泡樹脂材４の前後両端面には、ベルクロファスナー（図示せず）のように、一対の面が相互に絡み合うような形態で保持する保持手段の一方が間隔をあけて接着剤にて接着されるとともに、車体１１の端面１２の対応する位置に前記保持手段（図示せず）の他方が接着剤により接着され、これらの保持手段（図示せず）を介して着脱可能に取着されている。
【００２４】
図２(ａ)に示すように、本例では、軟質ウレタンフォーム４の内周面側に一体に形成された内面幌部材３の適所（例えば、所定間隔ごとに）に空気流通口３ａで開口させ、空気流通口３ａの周囲にハトメ状の円筒金具３ｂを装着している。これにより、軟質ウレタンフォーム４内の空気が空気流通口３ａを通して排出されたり、逆に軟質ウレタンフォーム４内に吸入されたりし、いわゆる軟質ウレタンフォーム４の呼吸が可能になって軟質ウレタンフォーム４を含め幌装置１全体が容易にかつ瞬時に伸縮される。図２(ｂ)は内面幌部材３に空気流通口３ａを設ける代わりに、布材の織り方あるいは編み方を工夫して伸縮可能に織成又は編成するとともに、織り糸あるいは編み糸の表面にＣＳＭやＥＰＭ・ＥＰＤＭなどのゴム材をコーティングしたものを使用してなる。内面幌部材３には、織り糸あるいは編み糸間に通気可能な隙間をもたせている。さらに、図３(ａ)に示すように、軟質ウレタンフォーム４の外周面側に一体に形成された外面幌部材２の下面の適所（例えば、所定間隔ごとに）に空気流通口２ａを開口させ、空気流通口２ａの周囲にハトメ状の円筒金具２ｂを装着している。この際に、空気流通口２ａから浸水するおそれがある場合には、図３(ｂ)のように基端に外向きフランジ２ｄを備えた中空管２ｃの先端側周囲に外ネジ２ｅを刻設し、座金２ｆを介してナット２ｇにより締め付けて固着するとよい。なお、図示は省略するが、中空管２ｃの先端側をＪ状にやや上向きに屈曲させておけば、水の侵入を確実に阻止して、通気性だけを確保できる。これにより、軟質ウレタンフォーム４内の空気が空気流通口３ａだけでなく空気流通口２ａを通しても排出されたり、逆に軟質ウレタンフォーム４内に吸入されたりして、軟質ウレタンフォーム４の呼吸が一層活発に行われるようになって軟質ウレタンフォーム４を含め幌装置１全体が容易にかつ瞬時に伸縮される。
【００２５】
上記のようにして第１実施例に係る接続構造が構成されるが、この接続構造によると、車両の端面１２間に幌装置１を装着した状態で、図１(ｂ)・(ｃ)のように車体１１の屋根１１ａ間や側面１１ｂ間は、幌装置１の外面幌部材２によりほぼ面一になるとともに、台枠下面１４の下方の連結器１５や台車（図示せず）などを除いて車体１１間の隙間が幌装置１で埋められるから、ウインドスロップ現象を起点とした気柱共鳴の発生が確実に防止され、空力騒音が発生せず、また車両走行時の空気抵抗が減少する。本例の接続構造によれば、急なカーブやＳカーブ走行時には、図４に示すように幌装置１のカーブ内側に当たる箇所が圧縮されてやや外方に膨出する一方、幌装置１のカーブ外側に当たる箇所が引っ張られて伸長される。また、中央連絡通路１３の周囲は常態（圧縮も伸長もされない状態）に近く、線路のカーブに沿うように中央連絡通路１３を挟んで両側の内面幌部材３の近傍が湾曲する。なお、図４において、符号１５は前後の渡り板、１６は中間渡り板である。
【００２６】
図５は上記した幌装置１の車体端面１２に対する取付手段の別の例を示すものである。車体１１の端面１２にあらかじめ複数本のスタッドボルト１７を埋設して外方に突出させておき、軟質ウレタンフォーム４の前後両端面に薄い金属板又は硬質の薄い合成樹脂板などの薄板１８を接着しておく。薄板１８のスタッドボルト１７と対応する位置にあらかじめボルト孔１８ａを穿設しておくとともに、少なくともボルト孔１８ａの周辺における軟質ウレタンフォーム４には、手を入れて作業可能な切欠き部（空洞部）４ａを形成しておく。そして、ボルト孔１８ａをスタッドボルト１７に通し、座金（図示せず）を嵌め、ナット１９をスタッドボルト１７のネジ部に螺合して締め付ける。なお、スタッドボルト１７は車体端面１２の少なくとも外周縁部に一定間隔をあけて設けるが、中央連絡通路１３の周囲の内周縁部にも設けることが望ましい。当然のことながら、軟質ウレタンフォーム４の前後両端面に対する薄板１８を接着する箇所は、図５(ａ)のようにスタッドボルト１７の周辺はカバーできるようにかなり広く（広い幅に）設定する。つまり、薄板１８は一定幅で、車体１１の端面１２の外周縁部をほぼ一周する形状あるいはこれと中央連絡通路１３の周囲を一周する形状からなる。
【００２７】
スタッドボルト１７にナット１９等で薄板１８を介して幌装置１を取り付けたのち、例えば各スタッドボルト１７に対応した図５(ｂ)(ｃ)に示す個々の埋め材２０により、軟質ウレタンフォーム４の空洞部４ａを埋める。埋め材２０は、正面中央部に収容穴２０ａを開口した軟質ウレタンフォームからなる略椀形で、埋め材２０の一側面２０ｂは平坦面に形成される。
【００２８】
図５(ｄ)(ｅ)に示す埋め材２１は、断面形状については埋め材２０と共通しているが一連に帯体状に連続しており、各スタッドボルト１７に対応する位置に収容穴２１ａを間隔をあけて開口させている。材質も軟質ウレタンフォームからなり、連続する一側平坦面２１ｂが接着剤で外面幌部材２あるいは内面幌部材３の裏面に接着される。この帯状の埋め材２１も埋め材２０と同様に接着剤で外面幌部材２あるいは内面幌部材３の裏面に接着、あるいは単体で装着されるが、いずれの場合にも切欠き部４ａの内面には、この部分から軟質ウレタンフォーム４内に水が浸み込むことがないように、一連に連続させているので、作業は容易である。
【００２９】
図６は本発明の接続構造の他の実施例を示すもので、これらの図に示すように本例の場合には、幌装置１1 の軟質発泡樹脂材４としての軟質ウレタンフォームを前後方向の中間位置で切断して２つに分割し、分割面で相互に分離したり接続したりできるようにしている。各軟質ウレタンフォーム４の分割面４Ａは、車体端面１２に対する着脱可能な取付構造と同様に、分割面４Ａの外周縁部と内周縁部とにそれぞれ薄い金属板又は合成樹脂板などの薄板２２を接着し、薄板２２の相対向する位置に間隔をあけてボルト孔（図示せず）を穿設し、各ボルト孔にボルトを通してナットで締め付けて結合するようにしている。なお、軟質ウレタンフォーム４の分割面４Ａ付近に空洞部が生じる場合には、上記した埋め材２０又は２１を充填して埋めることができる。本例の場合には、車両の連結を解除して切り離す際に、分割面４Ａで分離できるので便利である。しかし、反面、構造が複雑になり、製造コストがアップする。
【００３０】
なお、図７および図８は上記した幌装置１を車体１１の端面１２間に装着する方法を示すもので、図７では図７(ｂ)のように幌装置１の一面を一方の車体端面１２に全体的にやや伸長する状態で取り付ける。そして、車両が連結器１５で連結された状態で、図７(ｂ)の一点鎖線のように車体１１間の間隔が狭くなって幌装置１の外周面が厚み方向に車体１１の外面と面一になるようにすることが望ましい。いいかえれば、幌装置１を車体端面１２間に装着する際に、幌装置１の軟質発泡樹脂材４に対しほぼ全面にわたり均等に予圧縮を与えて取り付けるものである。
【００３１】
また、図８では幌装置１を車体１１の端面１２間に装着する際に、車体端面１２の内周縁側から外周縁に近づくにしたがって幌装置１の軟質発泡樹脂材４に作用する圧縮力が徐々に高くなるようにあらかじめ圧縮させて取り付けている。したがって、図８の装着方法の方は常態で幌装置１の内周縁側は予備圧縮の影響がほとんどなく、中央連絡通路１３側に内面幌部材３が迫り出すことがない。しかも、車両間が連結器１５を介して連絡された状態で、図８(ｂ)(ｃ)のように車体１１の外表面と幌装置１の外面幌部材２が面一になるとともに、幌装置１の厚みもほぼ一定になる。とくに円弧状曲線やＳ字形曲線部の走行時における車両間の相対変位は、外周面に近くなるほど大きくなるので、外周面に近くなるほど予圧縮量を増やした本例の接続構造は極めて有効である。
【００３２】
図９は車体端面１２間にヨーイング防止用のダンパー２５が装着された車両に適用した実施例を示すもので、Ｌ形クランク２６の直角部２６ａがこれに直角な軸を中心に回転自在に軸着され、クランク２６の一端がダンパー２５の上端に枢着されている。そして相対向する車両の反対側に装着されたダンパー２５のＬ形クランク２６の他端（上端）間が連接リンク２７により車体１１間に跨がってそれぞれ枢支連結されている。そこで、図６に示した幌装置１₁ の車体端面１２取付面における軟質ポリウレタンフォーム４において、ダンパー２５、Ｌ形クランク２６および連接リンク２７に該当する箇所をくりぬいて空洞部４ｃに形成している。この構成により、本例の幌装置１₂ を車体端面１２に取り付けた状態でダンパー２５、Ｌ形クランク２６および連接リンク２７が軟質ウレタンフォーム４により覆われるとともに、図９のように幌装置１₂ の外周縁は上記各実施例と同様に車体１１の端面１２の外周面と面一に覆われるので、空力騒音および走行抵抗の低減効果が十分に発揮される。
【００３３】
図１０は一方の車体端面１２に開放型のダクト２８が配備された車両に適用した実施例を示すもので、ダクト２８は下端に空気の吸排口２８ａをもつので、図１に示した幌装置１の車体端面１２に対する取付面に臨む軟質ポリウレタンフォーム４において、ダクト２８に該当する箇所およびその下方を下端まで切り欠いて通風路４ｅを設けている。この通風路４ｅは気柱共鳴を避けるように、ダクト２８の上端から幌装置１の下端までの長さＬ₁ でダクト２８と同一幅の空洞領域４e1と、下端までの長さＬがＬ₁ よりも徐々に短くなる緩傾斜空洞領域４e2と、長さＬがＬ₁ よりも急傾斜して短くなる急傾斜空洞領域４e3とを幅方向の中心線寄りに設けている。したがって、本例の幌装置１₃ は図１０(ｂ)のようにダクト２８の厚みに相当する前後方向の長さで下端開放の通風路４ｅが形成されているが、各空洞領域４e1〜４e3で下端間での長さを変化させ、気柱共鳴を生じにくくしているので、走行による空力騒音が低減されるとともに、走行抵抗も十分に低減される。
【００３４】
上記した各実施例の接続構造によれば、車両が高速で直線走行するとき、車体１に沿って流れる気流は、途中で乱れずに、車体１１の前後方向に沿って流れるるから、走行抵抗が従来の接続構造に比べて大幅に低減される。また高速でカーブ走行するような小変位となる車体１１間変位時には、幌装置１のとくに軟質ウレタンフォーム４が弾性変形して、隙間を無くして段差を極力小さく抑制して、車体１１間の隙間を平滑な面に維持していく。かくして、車体１１間は、高速走行の直線走行時でも、高速走行の車体間変位（カーブ走行）時でも、幌装置１によって、車体１１間の隙間を無くし、かつ車体１１間の段差を極力小さくしながら平滑化される。したがって、車体１１間の隙間，段差を要因とした高速走行時における騒音および空力抵抗を大幅に低減できる。しかも、車体１１間変位に追従して変位可能な幌装置１で、車体１１間の隙間を覆ったので、低速走行の急カーブなど、車体間隔が大きく変位するような走行時は、車体間隔が大きく伸びる側では、図２に示されるように外面幌部材２および軟質ウレタンフォーム４が伸長して車体１１の間隔の変化に対応し、また車体１１の間隔が狭くなる側では外面幌部材２および軟質ウレタンフォーム４が圧縮されて車体１１の間隔の変化に対応する。
【００３５】
上記に本発明に係る接続構造の実施例を示したが、本発明は下記のように実施することができる。
【００３６】
▲１▼ 図５に示した埋め材２０・２１を用いずに、薄板１８のスタッドボルト１７と対応する位置の軟質発泡樹脂材４に切れ目を入れて作業を行い、その切れ目を軟質発泡樹脂材４の復元弾性力により自然に塞ぐようにしてもよい。
【００３７】
▲２▼ 軟質ポリウレタンフォームに代えて、例えば軟質塩化ビニール発泡体を使用することができる。
【００３８】
【発明の効果】
以上説明したことから明らかなように、本発明に係る鉄道車両の接続構造には次のような優れた効果がある。
【００３９】
(1) 請求項１記載の発明は、車両間の連結部における隙間に幌装置を介在させることにより隙間の全部あるいは大部分をなくしたので、ウインドスロップ現象およびこれを起点とする気柱共鳴の発生が防止され、空力騒音の発生が抑えられる。また、車両間の隙間をなくしたので、車体表面に沿って流れる空気流が連結部においても車体表面とほぼ面一の外面幌部材に沿って後方へスムーズに流れるから、空気流の乱れが生じにくく、高速走行時の空力抵抗も低減される。
【００４０】
(2) 請求項２記載の発明では、上記請求項１の効果に加えて幌装置が長期にわたり使用でき、また軟質発泡樹脂材と車室内の間で空気の流通作用が得られる。
【００４１】
(3) 請求項３記載の発明では、車体間隔の変化時や車体間の横方向等の変位時に連続発泡樹脂材が瞬時に対応して伸縮が行われ、連続発泡樹脂材に無理な力が作用せず、連続発泡樹脂材を含め幌装置が長期にわたり安定して使用される。
【００４２】
(4) 請求項４に記載の発明では、幌装置の表面が車体表面と面一になるから、直線走行時でもカーブ走行時でも、車体間は幌装置の外表面（外面幌部材）によって車体間の隙間を極力小さく、かつ同車体間の段差を極力小さくしながら、車体間の変位が幌装置の軟質発泡樹脂材の弾性変形で全体的にほぼ均一に平滑化されるので、騒音および空力抵抗が向上される。
【００４３】
(5) 請求項５記載の発明では、請求項４と同様の効果が得られ、しかも中央連絡通路側へ幌装置の内周面側が迫り出すことがない。
【図面の簡単な説明】
【図１】図１(ａ)は本発明の実施例に係る接続構造を適用した鉄道車両、例えば新幹線車両の連結部を示す正面より見た断面図、図１(ｂ)は図１(ａ)のＢ−Ｂ線断面図、図１(ｃ)は図１(ａ)のＣ−Ｃ線断面図である。
【図２】図２(ａ)は図１(ａ)のａ−ａ線拡大断面図、図２(ｂ)は図１(ａ)のｂ−ｂ線拡大断面図、図２(ｃ)は図１(ａ)のｃ−ｃ線拡大断面図である。
【図３】図３(ａ)は図１の幌装置の下面の通気孔を拡大して示す断面図で、図３(ｂ)は図１の幌装置の下面の通気孔を拡大して示す、他の実施例に係る断面図である。
【図４】車両が曲線走行する際の、図１の幌装置の高さ方向のほぼ中間位置を通る横断面図である。
【図５】図５は上記した幌装置１の車体端面１２に対する取付手段の別の例を示すもので、図５(ａ)は取付手段の要部を示す断面図、図５(ｂ)は埋め材の中央断面図、図５(ｃ)は埋め材の正面図、図５(ｄ)は他の実施例に係る埋め材を示す、一部を断面で表し、一部を欠除した側面図、図５(ｅ)は同埋め材の正面図ある。
【図６】本発明の接続構造の他の実施例を示す図で、図６(ａ)は図６(ｃ)のＡ−Ａ線断面図、図６(ｂ)は図６(ａ)のＢ−Ｂ線断面図、図６(ｃ)は図６(ａ)のＣ−Ｃ線断面図である。
【図７】幌装置１を車体１１の端面１２間に装着する方法の一例を示すもので、図７（ａ）は図７(ｃ)のＡ−Ａ線断面図、図７(ｂ)は図７(ａ)のＢ−Ｂ線断面図、図７(ｃ)は図７(ａ)のＣ−Ｃ線断面図である。
【図８】幌装置１を車体１１の端面１２間に装着する方法の他の例を示すもので、図８（ａ）は図８(ｃ)のＡ−Ａ線断面図、図８(ｂ)は図８(ａ)のＢ−Ｂ線断面図、図８(ｃ)は図８(ａ)のＣ−Ｃ線断面図である。
【図９】車体端面１２間にヨーイング防止用のダンパー２５が装着された車両に適用した接続構造の実施例を示すもので、図９(ａ)は連結部を正面より見た右半分を示す断面図、図９(ｂ)は図９(ａ)のＢ−Ｂ線断面図である。
【図１０】一方の車体端面１２に開放型のダクト２８が配備された車両に適用した接続構造の実施例を示すもので、図１０(ａ)は図１０(ｂ)のＡ−Ａ線断面図、図１０（ｂ）は図１０(ａ)のＢ−Ｂ線断面図である。
【図１１】図１１は鉄道車両（新幹線車両）が高速走行した際のある地点において計測した騒音レベルを示すグラフである。
【図１２】気柱共鳴の原理を説明するための図で、一端開口の例を示す。
【図１３】従来の一般的な鉄道車両間の接続構造を示すもので、図１３(ａ)は連結部を正面より見た図、図１３(ｂ)は同平面図である。
【符号の説明】
１幌装置
２外面幌部材
３内面幌部材
４軟質発泡樹脂材
１１車体
１２妻面（端面）
１３中央連絡通路
１４台枠下面
１５連結器[0001]
[Industrial application fields]
The present invention relates to a structure in which railcars connected to each other via a coupler are connected by a hood device, and is particularly suitable for preventing noise generated between vehicles of a railcar traveling at a high speed such as a Shinkansen vehicle. Connection structure.
[0002]
[Prior art]
FIG. 11 is a graph showing the noise level measured at a certain point when the railway vehicle (Shinkansen vehicle) travels at a high speed. The mountain x where the noise level first increased is the noise at the time of passage at the head portion of the vehicle. Two noise level peaks y indicate noise when passing through the pantograph, and a small noise level peak z indicates noise when passing through the connecting portion of the vehicle. As the speed of a railway vehicle increases, the aerodynamic noise increases in proportion to the sixth power of the traveling speed. Therefore, the aerodynamic noise is one of the major factors that hinder the speeding up of the vehicle. Especially at the connecting part of the vehicle, the air flow is likely to be turbulent, and aerodynamic noise is frequently generated. This is caused by wind slop phenomenon and air column resonance in the gap between the vehicles. This increases the aerodynamic noise. Note that the air column resonance is a phenomenon in which the intensity of sound is increased by resonating with the length of the air column as shown in FIG. 12, for example, in the gap at the upper open end, and the same air column length (one air column). Even so, low-order to high-order resonance can occur. Further, if there is something that resonates at the same frequency in a close position such as an adjacent place, the sound intensity is further increased.
[0003]
As a prior art of a connection structure between railway vehicles, there is a rubber side outer hood 51 having a substantially right-angled triangle cross section that is attached to both side edges of a vehicle body end face (hereinafter also referred to as an end face) 12 as shown in FIG. The outer hood 52 is used in Shinkansen vehicles. Reference numeral 52 denotes a fold device with a fold that covers the periphery of the central communication passage 13.
[0004]
Other prior arts are described in JP-A-6-270802 and JP-A-8-253135. The former eliminates noise sources by filling the gap between the central communication passage between the vehicles (passenger through-passage portion) and the outer periphery excluding the lower surface of the vehicle with a foaming material. A skin material rich in stretchability and flexibility is integrally provided on the peripheral surface. The latter uses a rubber hood device in which a pair of substantially U-shaped hood folds are connected with a metal frame, and each hood fold is provided with a fixed-thickness mountain-shaped foam block provided with a substantially U-shaped groove. And a known rubber side outer hood is mounted on the side periphery of the end face of the vehicle end.
[0005]
[Problems to be solved by the invention]
The above-described conventional side hood and the connection structure described in the above publication have room for improvement in the following points.
[0006]
(1) The side outer hood 51 (FIG. 13) certainly reduces the gaps in the side, but the side hoods 51 are separated and independent from each other. However, a step is generated between the side outer hoods 51 due to the lateral relative movement of the vehicle. When such a level difference occurs, the air flow that flows from the side of the vehicle body along the outer surface of the side outer hood will be disturbed, causing a flap flop phenomenon, etc. There is a possibility that air column resonance with open ends, air column resonance with closed ends that occurs at the distance between the wife faces, and air column resonance with open ends that are surrounded by inner and outer hoods and open at the upper and lower ends may occur. The side hood 51 used in the Shinkansen vehicle has little noise reduction effect.
[0007]
(2) The connection structure disclosed in Japanese Patent Laid-Open No. 6-270802 has a plurality of sets of vertical holes having the same length formed in the foamable material, and the lower ends of the vertical holes are open. Air column resonance occurs in each vertical hole, and noise is generated. In the drawing of this publication, it is judged that the depth of each longitudinal hole is almost the same, and the frequency of air column resonance generated in each longitudinal hole is almost the same. There is a risk of reverberation indoors.
[0008]
(3) Since the connection structure disclosed in Japanese Patent Laid-Open No. 8-253135 has a large space between vehicles, as in the case of (2), the air flow passing through the upper, side and lower surfaces of these spaces There is a possibility that a large noise will reverberate inside and outside the vehicle interior due to the above-described air column resonance with a common frequency.
[0009]
The present invention has been made in view of the above circumstances, and provides a railcar connection structure capable of greatly reducing air column resonance and aerodynamic resistance caused by a gap between vehicle bodies during high-speed traveling. The purpose is that.
[0010]
[Means for Solving the Problems]
In order to solve the above-described problem, the invention according to claim 1 is a structure in which railcars connected to each other via a coupler are connected by a hood device, and each body face between adjacent vehicles is connected. Between the outer peripheries of the communication passages provided in the central part by a flexible annular inner hood member and between the outer peripheries of each body surface by a flexible annular outer hood member, respectively, over the entire circumference. And connecting the inner surface hood member and the outer surface hood member by interposing a flexible soft foamed resin material rich in elastic deformation such as a soft urethane foam in both annular spaces, thereby integrating the hood device. It is composed.
[0011]
According to the first aspect of the present invention, all or most of the gaps in the connecting portions between the vehicles are filled with the flexible soft foamed resin material, and the outer surface thereof is covered with the outer surface hood member, thereby causing the wind slop phenomenon. Also, the occurrence of air column resonance starting from this is prevented, and the generation of aerodynamic noise is suppressed. In addition, since the gap between the vehicles is no longer filled with the soft foam resin material, the airflow flowing along the vehicle body surface is Outside surface And face Since the air flows smoothly rearward along one outer surface hood member, the air flow is less likely to be disturbed, and the aerodynamic resistance during high-speed traveling is also reduced.
[0012]
As claimed in claim 2, The outer hood member is a film-like member having high stretchability, water repellency, and weather resistance, such as chlorosulfonated polyethylene rubber, ethylene propylene rubber, and ethylene propylene rubber, and the inner hood member is woven so as to exhibit elasticity. The surface of the fabric is coated with a weather-resistant rubber material such as chlorosulfonated polyethylene rubber or ethylene proloprene rubber. It is desirable to form each.
[0013]
According to the invention of claim 2, the outer surface hood member is made of a film-like member having excellent waterproofness and weather resistance, and covers the outer peripheral surface of the vehicle body connecting portion flush with the surface of the vehicle body. Noise and aerodynamic resistance can be reduced. On the other hand, since the inner hood member is made of a cloth material having excellent stretchability, it expands and contracts in accordance with displacement in each direction such as a lateral direction or an up-down direction between adjacent vehicle bodies on a curve or the like, and follows the cloth material. By providing sufficient air permeability to the air, an air circulation action (breathing action) is obtained between the soft foamed resin material and the passenger compartment.
[0014]
According to a third aspect of the present invention, the soft foamed resin material constituting the interior of the hood device is formed of a continuous foamed resin material, and vent holes are provided at appropriate positions on the inner surface hood member or on the lower surface of the outer surface hood member. It is desirable to provide it.
[0015]
According to the third aspect of the present invention, since air can enter and exit from the inside and outside of the continuous foamed resin material through the vent holes on the lower surface of the inner surface hood member or the outer surface hood member, When air is introduced into the vehicle, it absorbs gaps and steps that are about to be generated, and on the side where the distance between the vehicle bodies becomes narrow, excess air in the soft foam resin material is discharged to the outside, making it moderately elastic and making gaps and steps Absorbs. As a result, the continuous foamed resin material instantly expands and contracts when the vehicle body interval changes or when the vehicle body is displaced in the lateral direction or the like, and no excessive force acts on the continuous foamed resin material. For this reason, the hood device including the continuous foamed resin material is used stably over a long period of time.
[0016]
According to a fourth aspect of the present invention, when connecting the vehicle body wife surfaces with the hood device, the outer surface hood member of the hood device between the vehicle body wife surfaces is flush with the vehicle body outer surface after connection. It is advisable to pre-compress evenly over almost the entire surface.
[0017]
According to the fourth aspect of the present invention, the hood device (particularly the soft foam resin material) is connected to the body surface by applying precompression to the hood device (particularly the soft foam resin material). By receiving and expanding, the surface of the hood device (outside hood member) swells outward so that it is flush with the surface of the vehicle body. While the gap between the vehicle bodies is eliminated by the outer hood member) and the step between the vehicle bodies is minimized, the displacement between the vehicle bodies is smoothed almost uniformly by the elastic deformation of the soft foam resin material of the hood device. So noise Suppression effect And aerodynamic resistance Reduction effect Is improved.
[0018]
According to a fifth aspect of the present invention, when connecting the vehicle body wife surfaces with the hood device, the outer surface hood member of the hood device between the vehicle body wife surfaces is flush with the vehicle body outer surface after the connection. It is desirable to increase the amount of precompression as it approaches the outer periphery of the surface.
[0019]
According to the fifth aspect of the present invention, the displacement amount between the traveling vehicle bodies tends to increase as it approaches the outer peripheral surface, so that the surface of the hood device (outer hood member) is flush with the vehicle body surface in the connected state. Because it swells outwards so that the gap between the vehicle bodies is eliminated by the outer surface of the hood device (outer hood member) between the vehicle bodies during straight running or curve running, and the step between the vehicle bodies is made as small as possible. Since the displacement between the vehicle bodies is smoothed more effectively as it approaches the outer periphery of the vehicle body due to the elastic deformation of the soft foam resin material of the hood device, noise and aerodynamic resistance are further improved. On the other hand, since the expansion rate is smaller on the inner surface hood member side of the hood device than on the outer surface hood member side, the inner surface hood member does not protrude to the central communication passage side.
[0020]
DETAILED DESCRIPTION OF THE INVENTION
DESCRIPTION OF EMBODIMENTS Hereinafter, an embodiment of a railcar connection structure according to the present invention will be described with reference to the drawings.
[0021]
Fig.1 (a) has shown the figure which looked at the connection part of the railway vehicle which applied the connection structure based on the Example of this invention, for example, a Shinkansen vehicle from the front. The end surface (wife surface) 12 of the vehicle body 11 facing each other via the coupler 15 is connected almost entirely by the hood device 1 except for the lower part of the vertically long, substantially rectangular central communication passage 13 and the bottom surface 14 of the underframe. ing. That is, the outer peripheral edge of the end surface 12 between the vehicle bodies 11 (the portion excluding the lower portion of the underframe 14) is connected by the annular outer surface hood member 2 as shown in FIG. The periphery of the communication passage 13 is connected by an annular inner hood member 3, and the outer surface hood member 2 and the annular space portion of the inner hood member 3 are filled with a very flexible soft foamed resin material 4. The inner hood member 3 is formed integrally with the soft foamed resin material 4. In other words, the hood device 1 includes an outer hood member 2 integrally formed on the outer surface of a soft foamed resin material 4 made of an annular body having a predetermined thickness as shown in FIG. 2A and 2B, the inner hood member 3 is integrally formed on the inner surface of the soft foam resin material 4 so as to cover the inner peripheral surface of the soft foam resin material 4 as shown in FIGS. Has been.
[0022]
The outer hood member 2 is made of a film-like elastic body rich in stretchability, water repellency and weather resistance, such as chlorosulfonated polyethylene rubber (CSM), ethylene proloprene rubber (EPM) or ethylene propylene rubber (EPDM). The hood member 3 is made of, for example, a material obtained by coating a surface of a cloth material woven so as to exhibit stretchability with a weather resistant rubber material such as CSM or EPM. In this example, a soft urethane foam is used for the soft foamed resin material 4.
[0023]
In FIG. 1, the end portion of the outer surface hood member 2 is attached using a metal fitting (not shown) along the outer peripheral edge of the end surface 12 of the vehicle body 11, and the entire periphery of the central communication passage 13 around the end surface 12 is attached. The end portion of the outer surface hood member 3 is detachably attached over the circumference using a metal fitting (not shown) or the like. Further, on both front and rear end surfaces of the soft foamed resin material 4, one of holding means for holding the pair of surfaces in an intertwined manner, such as a Velcro fastener (not shown), is spaced apart from the adhesive. And the other of the holding means (not shown) is bonded to the corresponding position of the end surface 12 of the vehicle body 11 with an adhesive, and is detachably attached via these holding means (not shown). Has been.
[0024]
As shown in FIG. 2 (a), in this example, an air circulation port 3a is opened at an appropriate position (for example, at predetermined intervals) of the inner surface hood member 3 integrally formed on the inner peripheral surface side of the flexible urethane foam 4. The eyelet-shaped cylindrical metal fitting 3b is attached around the air circulation port 3a. Thereby, the air in the flexible urethane foam 4 is discharged through the air circulation port 3a, or conversely, is sucked into the flexible urethane foam 4, so that the so-called flexible urethane foam 4 can be respired and the flexible urethane foam 4 is removed. The entire hood device 1 can be easily expanded and contracted. In FIG. 2 (b), instead of providing the air circulation port 3a in the inner hood member 3, the cloth material is woven or knitted so that it can be stretched and knitted in a stretchable manner. Or a material coated with a rubber material such as EPM / EPDM. The inner hood member 3 is provided with a gap that allows ventilation between the woven yarns or the knitting yarns. Further, as shown in FIG. 3 (a), an air circulation port 2a is opened at an appropriate position (for example, every predetermined interval) on the lower surface of the outer surface hood member 2 integrally formed on the outer peripheral surface side of the flexible urethane foam 4. An eyelet-like cylindrical metal fitting 2b is mounted around the air circulation port 2a. At this time, if there is a possibility of water ingress from the air circulation port 2a, an external screw 2e is engraved around the distal end side of the hollow tube 2c having an outward flange 2d at the base end as shown in FIG. 3 (b). It is good to fix and to fasten with the nut 2g via the washer 2f. In addition, although illustration is abbreviate | omitted, if the front-end | tip side of the hollow tube 2c is bent in J shape a little upwards, the penetration | invasion of water will be blocked | prevented reliably and only air permeability can be ensured. Thereby, the air in the flexible urethane foam 4 is exhausted not only through the air circulation port 3a but also through the air circulation port 2a, or conversely, it is sucked into the flexible urethane foam 4 to further breathe the flexible urethane foam 4. As a result, the entire hood device 1 including the flexible urethane foam 4 is easily and instantly expanded and contracted.
[0025]
The connection structure according to the first embodiment is configured as described above. According to this connection structure, the hood device 1 is mounted between the end faces 12 of the vehicle, as shown in FIGS. As described above, the space between the roof 11a and the side surface 11b of the vehicle body 11 is substantially flush with the outer hood member 2 of the hood device 1 and excludes the coupler 15 and the carriage (not shown) below the underframe bottom surface 14. Since the gap between the vehicle bodies 11 is filled with the hood device 1, the occurrence of air column resonance starting from the wind slop phenomenon is surely prevented, no aerodynamic noise is generated, and the air resistance during vehicle travel is reduced. . According to the connection structure of this example, when the vehicle is traveling on a steep curve or S-curve, as shown in FIG. 4, the portion that hits the inside of the hood device 1 is compressed and bulges slightly outward, while the curve of the hood device 1 is expanded. The part that hits the outside is pulled and stretched. Further, the periphery of the central communication passage 13 is close to a normal state (a state in which neither compression nor expansion is performed), and the vicinity of the inner hood members 3 on both sides is curved across the central communication passage 13 along the curve of the track. In FIG. 4, reference numeral 15 denotes front and rear transition plates, and reference numeral 16 denotes an intermediate transition plate.
[0026]
FIG. 5 shows another example of attachment means for the vehicle body end face 12 of the hood device 1 described above. A plurality of stud bolts 17 are embedded in the end surface 12 of the vehicle body 11 in advance so as to protrude outward, and a thin metal plate 18 such as a thin metal plate or a hard thin synthetic resin plate is bonded to the front and rear end surfaces of the flexible urethane foam 4. Keep it. A bolt hole 18a is drilled in advance at a position corresponding to the stud bolt 17 of the thin plate 18, and at least the soft urethane foam 4 around the bolt hole 18a has a notch portion (cavity portion) where a hand can be put in and operated. 4a is formed. Then, the bolt hole 18 a is passed through the stud bolt 17, a washer (not shown) is fitted, and the nut 19 is screwed into the threaded portion of the stud bolt 17 and tightened. The stud bolts 17 are provided at regular intervals at least on the outer peripheral edge of the vehicle body end surface 12, but are preferably provided also on the inner peripheral edge around the central communication passage 13. As a matter of course, the portion where the thin plate 18 is bonded to the front and rear end faces of the flexible urethane foam 4 is set to be quite wide (wide) so that the periphery of the stud bolt 17 can be covered as shown in FIG. That is, the thin plate 18 has a constant width and has a shape that makes a round around the outer peripheral edge of the end surface 12 of the vehicle body 11 or a shape that goes around the periphery of the central communication passage 13.
[0027]
After attaching the hood device 1 to the stud bolt 17 via the thin plate 18 with a nut 19 or the like, the flexible urethane foam 4 is formed by, for example, the individual filling material 20 shown in FIGS. 5B and 5C corresponding to each stud bolt 17. The cavity 4a is filled. The filling material 20 has a substantially bowl shape made of a flexible urethane foam having an opening 20a at the front center portion, and one side surface 20b of the filling material 20 is formed as a flat surface.
[0028]
5 (d) and 5 (e) have the same cross-sectional shape as that of the filler 20, but are continuously continuous in the form of a band, and the receiving holes are located at positions corresponding to the stud bolts 17. 21a The Open at intervals No The The material is also made of flexible urethane foam, and the continuous one side flat surface 21b is bonded to the back surface of the outer surface hood member 2 or the inner surface hood member 3 with an adhesive. The band-like filling material 21 is also adhered to the back surface of the outer surface top member 2 or the inner surface top member 3 with an adhesive, as in the case of the filling material 20, or is attached alone, but in any case, the inner surface of the notch 4a. Since the water is not continuously infiltrated into the flexible urethane foam 4 from this portion, the operation is easy.
[0029]
FIG. 6 shows another embodiment of the connection structure of the present invention. As shown in these figures, in the case of this example, the flexible urethane foam as the soft foamed resin material 4 of the hood device 11 is disposed in the front-rear direction. of It is cut at an intermediate position and divided into two parts so that they can be separated and connected to each other on the dividing surface. The split surface 4A of each flexible urethane foam 4 has a thin plate 22 such as a thin metal plate or a synthetic resin plate on the outer peripheral edge portion and the inner peripheral edge portion of the split surface 4A, similarly to the detachable mounting structure for the vehicle body end surface 12. Bonding is performed, and bolt holes (not shown) are formed at intervals in opposing positions of the thin plate 22, and the bolt holes are tightened with nuts and connected to the bolt holes. In addition, when a hollow part arises in the split surface 4A vicinity of the flexible urethane foam 4, it can be filled with the above-mentioned filling material 20 or 21. In the case of this example, when the vehicle is released and disconnected, it is convenient because it can be separated by the dividing surface 4A. However, on the other hand, the structure becomes complicated and the manufacturing cost increases.
[0030]
7 and 8 show a method of mounting the above-described hood device 1 between the end surfaces 12 of the vehicle body 11. In FIG. 7, one surface of the hood device 1 is connected to one end surface of the vehicle body as shown in FIG. 7 (b). 12 is attached in a state of being slightly extended as a whole. Then, in a state where the vehicle is connected by the coupler 15, the distance between the vehicle bodies 11 is narrowed as indicated by the alternate long and short dash line in FIG. 7B, and the outer peripheral surface of the hood device 1 faces the outer surface of the vehicle body 11 in the thickness direction. It is desirable to be one. In other words, when the hood device 1 is mounted between the vehicle body end faces 12, the soft foamed resin material 4 of the hood device 1 is almost evenly distributed over the entire surface. Forecast It is attached with compression.
[0031]
Further, in FIG. 8, when the hood device 1 is mounted between the end surfaces 12 of the vehicle body 11, the compressive force acting on the soft foam resin material 4 of the hood device 1 is increased as it approaches the outer periphery from the inner peripheral side of the vehicle body end surface 12. It is compressed and attached in advance so that it gradually becomes higher. Therefore, the mounting method of FIG. 8 is normal, and the inner peripheral edge side of the hood device 1 is hardly affected by preliminary compression, and the inner surface hood member 3 does not protrude toward the central communication passage 13 side. In addition, in a state where the vehicles are connected via the coupler 15, the outer surface of the vehicle body 11 and the outer surface hood member 2 of the hood device 1 are flush with each other as shown in FIGS. The thickness of the device 1 is also substantially constant. In particular, the relative displacement between the vehicles during traveling of the arc-shaped curve or the S-shaped curve portion increases as it approaches the outer peripheral surface. Therefore, the connection structure of this example in which the pre-compression amount is increased closer to the outer peripheral surface is extremely effective. .
[0032]
FIG. 9 shows an embodiment applied to a vehicle in which a damper 25 for preventing yawing is mounted between the vehicle body end faces 12, and a right angle portion 26a of an L-shaped crank 26 is rotatable about an axis perpendicular thereto. One end of the crank 26 is pivotally attached to the upper end of the damper 25. The other end (upper end) of the L-shaped crank 26 of the damper 25 mounted on the opposite side of the vehicle opposite to each other is pivotally connected across the vehicle body 11 by the connecting link 27. Therefore, the hood apparatus 1 shown in FIG. ₁ In the flexible polyurethane foam 4 on the mounting surface of the vehicle body end surface 12, portions corresponding to the damper 25, the L-shaped crank 26 and the connecting link 27 are hollowed out to be formed in the hollow portion 4 c. With this configuration, the hood device 1 of this example ₂ Is attached to the vehicle body end face 12, and the damper 25, the L-shaped crank 26 and the connecting link 27 are covered with the flexible urethane foam 4, and the hood device 1 as shown in FIG. ₂ Since the outer peripheral edge of the vehicle is covered with the outer peripheral surface of the end surface 12 of the vehicle body 11 in the same manner as in the above embodiments, the effect of reducing aerodynamic noise and running resistance is sufficiently exhibited.
[0033]
FIG. 10 shows an embodiment applied to a vehicle in which an open-type duct 28 is provided on one end face 12 of the vehicle body. Since the duct 28 has an air inlet / outlet port 28a at the lower end, the hood device shown in FIG. In the flexible polyurethane foam 4 facing the mounting surface with respect to one vehicle body end surface 12, a portion corresponding to the duct 28 and a lower portion thereof are cut out to the lower end to provide an air passage 4e. The ventilation path 4e has a length L from the upper end of the duct 28 to the lower end of the hood device 1 so as to avoid air column resonance. ₁ The cavity region 4e1 having the same width as the duct 28 and the length L to the lower end is L ₁ The gently inclined cavity region 4e2 which becomes gradually shorter than the length L, and the length L is L ₁ A steeply inclined cavity region 4e3 that becomes shorter and shorter than the center line in the width direction is provided. Therefore, the hood apparatus 1 of this example _Three As shown in FIG. 10 (b), the ventilation path 4e with the lower end opened is formed in the length in the front-rear direction corresponding to the thickness of the duct 28. Since air column resonance is less likely to occur, aerodynamic noise due to traveling is reduced and traveling resistance is also sufficiently reduced.
[0034]
According to the connection structure of each embodiment described above, when the vehicle runs straight at a high speed, the airflow flowing along the vehicle body 1 flows along the front-rear direction of the vehicle body 11 without being disturbed on the way. Is significantly reduced compared to the conventional connection structure. In addition, when the vehicle body 11 is displaced in such a small amount that the vehicle travels at a high speed, the soft urethane foam 4 of the hood device 1 is elastically deformed to eliminate the gap and suppress the step as small as possible. Is maintained on a smooth surface. Thus, the gap between the vehicle bodies 11 is eliminated by the hood device 1 and the steps between the vehicle bodies 11 are made as small as possible between the vehicle bodies 11 even when the vehicle travels straightly at high speed or when the vehicle body is displaced at high speed (curve travel). While smoothing. Therefore, noise and aerodynamic resistance during high speed traveling due to the gaps and steps between the vehicle bodies 11 can be greatly reduced. In addition, since the hood device 1 that can be displaced following the displacement between the vehicle bodies 11 covers the gaps between the vehicle bodies 11, the vehicle body interval is reduced when traveling with a large displacement such as a sharp curve of low-speed traveling. As shown in FIG. 2, the outer hood member 2 and the flexible urethane foam 4 extend to cope with a change in the interval of the vehicle body 11 as shown in FIG. The flexible urethane foam 4 is compressed to cope with a change in the distance between the vehicle bodies 11.
[0035]
Although the embodiment of the connection structure according to the present invention has been described above, the present invention can be implemented as follows.
[0036]
(1) Without using the filling materials 20 and 21 shown in FIG. 5, the soft foamed resin material 4 at a position corresponding to the stud bolt 17 of the thin plate 18 is cut to work, and the cut is made of the soft foamed resin material. You may make it naturally block by the restoring elastic force of 4.
[0037]
(2) Instead of the flexible polyurethane foam, for example, a soft vinyl chloride foam can be used.
[0038]
【The invention's effect】
As is clear from the above description, the railway vehicle connection structure according to the present invention has the following excellent effects.
[0039]
(1) Since the invention according to claim 1 eliminates all or most of the gap by interposing the hood device in the gap at the connecting portion between the vehicles, the wind slop phenomenon and the air column resonance starting from this phenomenon Generation is prevented and generation of aerodynamic noise is suppressed. In addition, since the gap between the vehicles is eliminated, the airflow flowing along the vehicle body surface smoothly flows rearward along the outer hood member that is substantially flush with the vehicle body surface even at the connecting portion. It is difficult to reduce aerodynamic resistance at high speed.
[0040]
(2) In the invention according to claim 2, in addition to the effect of claim 1, the hood device can be used for a long time, and an air circulation action is obtained between the soft foamed resin material and the passenger compartment.
[0041]
(3) In the invention described in claim 3, the continuous foamed resin material is instantly expanded and contracted when the distance between the vehicle bodies changes or when the vehicle body is displaced in the lateral direction or the like. The hood device including the continuous foamed resin material is used stably over a long period of time without acting.
[0042]
(4) In the invention according to claim 4, since the surface of the hood device is flush with the surface of the vehicle body, the vehicle body is separated between the vehicle bodies by the outer surface of the hood device (outer surface hood member) during straight running or curve running. The displacement between the bodies is smoothed almost uniformly by the elastic deformation of the soft foam resin material of the hood device, while making the gap between them as small as possible and the level difference between the bodies as small as possible. Resistance is improved.
[0043]
(5) In the invention described in claim 5, the same effect as in claim 4 is obtained, and the inner peripheral surface side of the hood device does not protrude toward the central communication passage side.
[Brief description of the drawings]
1A is a cross-sectional view of a connecting portion of a railway vehicle, for example, a bullet train, to which a connection structure according to an embodiment of the present invention is applied, and FIG. 1B is a cross-sectional view of FIG. ) Is a cross-sectional view taken along line BB in FIG. 1, and FIG. 1C is a cross-sectional view taken along line CC in FIG.
2A is an enlarged sectional view taken along the line aa in FIG. 1A, FIG. 2B is an enlarged sectional view taken along the line bb in FIG. 1A, and FIG. It is the cc line expanded sectional view of Fig.1 (a).
3 (a) is an enlarged cross-sectional view of the vent hole on the lower surface of the hood device of FIG. 1, and FIG. 3 (b) is an enlarged view of the vent hole on the lower surface of the hood device of FIG. FIG. 6 is a cross-sectional view according to another embodiment.
4 is a transverse cross-sectional view passing through a substantially intermediate position in the height direction of the hood device of FIG. 1 when the vehicle travels in a curve. FIG.
FIG. 5 shows another example of attachment means for the vehicle body end surface 12 of the hood device 1 described above. FIG. 5 (a) is a cross-sectional view showing the main part of the attachment means, and FIG. FIG. 5 (c) is a front view of the filling material, FIG. 5 (d) shows a filling material according to another embodiment, a part of which is shown in cross section, and a part of which is omitted. FIG. 5 (e) is a front view of the filler.
6A and 6B are diagrams showing another embodiment of the connection structure of the present invention. FIG. 6A is a cross-sectional view taken along line AA in FIG. 6C, and FIG. BB sectional drawing, FIG.6 (c) is CC sectional view taken on the line of Fig.6 (a).
7 shows an example of a method for mounting the hood device 1 between the end faces 12 of the vehicle body 11. FIG. 7 (a) is a cross-sectional view taken along line AA in FIG. 7 (c), and FIG. FIG. 7A is a cross-sectional view taken along line BB in FIG. 7A, and FIG. 7C is a cross-sectional view taken along line CC in FIG.
8 shows another example of a method for mounting the hood device 1 between the end faces 12 of the vehicle body 11. FIG. 8 (a) is a cross-sectional view taken along line AA of FIG. 8 (c), and FIG. ) Is a cross-sectional view taken along the line BB in FIG. 8A, and FIG. 8C is a cross-sectional view taken along the line CC in FIG. 8A.
FIG. 9 shows an embodiment of a connection structure applied to a vehicle in which a yawing prevention damper 25 is mounted between the vehicle body end faces 12. FIG. 9 (a) shows a right half of the connecting portion as viewed from the front. FIG. 9B is a cross-sectional view taken along the line BB of FIG. 9A.
FIG. 10 shows an embodiment of a connection structure applied to a vehicle in which an open duct 28 is provided on one vehicle body end face 12, and FIG. 10 (a) is a cross-sectional view taken along line AA of FIG. 10 (b). FIG. 10 and FIG. 10B are cross-sectional views taken along the line BB of FIG.
FIG. 11 is a graph showing a noise level measured at a certain point when a railway vehicle (bullet train) travels at a high speed.
FIG. 12 is a diagram for explaining the principle of air column resonance and shows an example of one end opening.
FIGS. 13A and 13B show a conventional connection structure between general railway vehicles, in which FIG. 13A is a view of a connecting portion viewed from the front, and FIG. 13B is a plan view of the connecting portion.
[Explanation of symbols]
1 Top device
2 Exterior hood members
3 Inner hood member
4 Soft foam resin material
11 Body
12 Wife face (end face)
13 Central access passage
14 Underside of underframe
15 coupler

Claims

In the structure that connects the railway vehicles connected to each other via a coupler with a hood device,
A flexible inner ring-shaped hood member is provided between the outer peripheral edges of the connecting passages provided at the center of each vehicle body face between the adjacent vehicles, and there is flexibility between the outer peripheral edges of each vehicle body face. with connecting the entire periphery, respectively whereby an annular outer surface hood member, in such a manner that the outer surface hood member on the vehicle body outer surface flush,
The hood device is configured by integrating the inner surface hood member and the outer surface hood member with a flexible soft foamed resin material rich in elastic deformation such as soft urethane foam interposed in both annular spaces. Characteristic connecting structure between railway vehicles.

The outer hood member is a film-like member having excellent stretchability, water repellency, and weather resistance, such as chlorosulfonated polyethylene rubber, ethylene propylene rubber, and ethylene propylene rubber, and the inner hood member is woven so as to exhibit elasticity. 2. The connection structure between railway vehicles according to claim 1 , wherein the surface of the cloth material is formed by coating the surface of a weather resistant rubber material such as chlorosulfonated polyethylene rubber or ethylene proloprene rubber .

3. The soft foamed resin material constituting the interior of the hood device is formed of a continuous foamed resin material, and vent holes are provided at appropriate positions on the inner surface hood member or on the lower surface of the outer surface hood member. Connection structure between railway vehicles.

When connecting between the body wives by the hood device, the outer surface hood member of the hood device between the body wives after connection is even with respect to almost the entire surface of the wife so that it is flush with the outer surface of the vehicle body. The connection structure between railway vehicles according to any one of claims 1 to 3, wherein pre-compression is applied.

When connecting between the body wives by the hood device, pre-compression is performed as the outer periphery hood member of the hood device between the body wives is connected to the outer peripheral edge of the body surface so as to be flush with the outer surface of the vehicle body after connection. The connection structure between railway vehicles according to any one of claims 1 to 3, wherein the amount is increased.