JP3733043B2 - High-speed rail car outer hood - Google Patents

Description

[0001]
[Industrial application fields]
The present invention relates to a low-noise outer hood of a high-speed railway vehicle, which is extremely effective in reducing wind noise when the railway vehicle runs at an ultra-high speed, and also suppresses an increase in cost for that purpose. It can be done.
[0002]
[Prior art]
By the way, an ultra-high-speed railway vehicle such as a Shinkansen is controlled for operation by controlling acceleration, deceleration, speed, posture, and the like based on vehicle operation information such as track information and distance information.
In railway vehicles that run at a speed of about 150 km / h, wind noise caused by running wind is not a problem, but in high-speed railway vehicles that exceed 200 km / h, such as today's Shinkansen, this wind noise is a problem. become. In the current Shinkansen vehicle, the outer hood is structured as shown in FIGS. 1A and 1B to reduce noise, and the outer surface of the hard rubber having a substantially V-shaped cross section is formed on the end of the vehicle T on the end face side. The hoods 1 and 1 are fixed to cover the space between vehicles (width: about 500 mm) from the side. The distance between the tips of the outer hoods 1 and 1 is 60 mm, and covers the side of the space.
When this railway vehicle runs in a straight line, there is an interval of about 60 mm between the outer hoods 1 and 1, but when running on a curve, the distance between the outer hoods 1 and 1 inside the curve in the radial direction becomes smaller, and the minimum curvature radius When traveling on this curve, the tips of the two outer hoods overlap and rub against each other. On the other hand, the distance between the outer hoods on the outer side in the radial direction of the radius of curvature increases when traveling along a curve.
By the way, when a railway vehicle travels, a high-speed traveling wind flows along an outer surface such as a side surface or a roof surface. The high-speed traveling wind causes a strong vortex around the unevenness of the vehicle surface, which is a major cause of increasing wind noise, and significantly increases the air resistance of the railway vehicle against high-speed traveling.
For this reason, the conventional outer hood is designed to be flush with the side surface of the vehicle, eliminating the step between the outer hood 1 and the side surface of the vehicle. Although it is desirable to make the interval as small as possible in order to suppress the eddy current, if this is too small, the durability will be damaged by collision and rubbing between the tips of the outer hoods when running on a curve. Has its limits.
[0003]
On the other hand, when traveling along a curve having a small radius of curvature, the traveling speed is lowered, so that the wind noise is reduced.
When the high-speed railway becomes even faster (for example, 270 km / h), the problem of wind noise becomes more prominent.
As a countermeasure to the above wind noise problem, the space between the vehicles is completely covered with the bellows-shaped outer hood, and the bellows-shaped outer hood is inflated and contracted with air pressure, so (Japanese Patent Laid-Open No. 11-291903). However, this not only makes the outer hood large, but also controls the expansion and contraction of the outer hood with air pressure, so the control mechanism is not simple, and further, the vehicle swings and the outer hood Due to the expansion and contraction, the deformation is repeated, which causes a problem in durability, such as a crack in the outer hood.
In order to reduce wind noise, the distance between the outer hoods in the straight running state that runs near the maximum speed should be as small as possible, and then the distance between the outer hoods on one side during curved running should be increased. It is necessary and sufficient to avoid collisions between the outer hoods on the other side.
[0004]
[Problems to be solved]
Therefore, the present invention effectively reduces wind noise by allowing the distance between the tips of the rubber outer hoods having a V-shaped cross section to be adjusted as necessary during both straight running and curved running. The challenge is to devise the mechanism and structure of the outer hood.
[0005]
[Measures taken to solve the problem]
In order to solve the above-mentioned problem, a railroad vehicle in which one side surface of an outer hood member having a V-shaped cross section is flush with a vehicle side wall, is attached to a vehicle wife surface, and the tips of opposing outer hood members are brought close to each other. This is based on the following (a) to (c) on the premise of the outer hood of the vehicle.
(B) of the inner and outer side edge of the outer hood member, the fixed outer side edge (the outer base) in vehicle wife surface, and stationary inner side edge (the inner base portion) to drive movement mechanism,
(B) a support member fixed to the inner side end of the outer hood member to be movable in the longitudinal direction of the vehicle, which can be driven in the longitudinal direction by the drive mechanism,
(C) Drive in the vehicle front-rear direction in response to the vehicle speed by the drive mechanism control device.
[0006]
[Action]
When the drive mechanism moves forward and backward in the vehicle and moves the inner side end ( outer base) of the outer hood member toward the end wall, the inner side end of the outer hood member and the supporting member Each is pulled and moved in the direction of the wall, whereby the tips between the outer hood members are separated from each other and the distance between them is increased. When the drive mechanism is moved in the opposite direction and the inner side end of the outer hood member is moved away from the end wall, the front and rear outer hood members move in directions in which the front and rear outer hood members approach each other. The interval between them decreases.
On the other hand, when the railway vehicle runs near the maximum speed, the track is almost straight and the curve radius is very large, and the running speed when traveling on a curved road with a small radius of curvature is the maximum speed. It is a low-speed traveling that is greatly decelerated. Therefore, when driving near the maximum speed, wind noise can be generated by the outer hood if the drive mechanism is operated by the control device so that the tips of the outer hood members are brought into contact with each other or the distance between both ends is made minute. As much as possible. In addition, since the vehicle travels on a straight or almost straight path near the maximum speed, even if the distance between the tips of the outer hood members is very small, the extent to which the tips of the outer hoods interfere with each other is minute, and the durability thereof is impaired. There is no fear.
Also, when traveling on a curved path with a small radius of curvature, the vehicle decelerates and travels at a low speed. In response to this low-speed travel, the controller drives the drive mechanism to increase the distance between the outer hood member tips. By doing so, it is avoided that the tip of the outer hood member on the inner side in the radius direction of the curved traveling path collides, interferes and is damaged. And even if the outer hood tip interval is increased during such low speed traveling, the wind speed noise is not a problem because the traveling speed is low.
[0007]
Embodiment 1
Embodiment 1 is to closely contact the outer hood member when the vehicle traveling speed to which the control device in the solving means responds is a predetermined high speed, and to open a gap between the tips of the outer hood member when the vehicle traveling speed is the predetermined low speed. .
[Action]
By performing the operation of close contact and separation of the outer hood member on the basis of the predetermined traveling speed, it is possible to suppress the opening / closing operation of the interval between the tips of the outer hood member to the minimum necessary with respect to the vehicle speed fluctuation, Accordingly, the outer hood is stabilized and the durability of the drive mechanism is improved.
[0008]
Embodiment 2
In Embodiment 2, when the front end of the outer hood member is approached, the distance between the front ends is set to zero or almost zero, and the distance between the front ends when the distance between the front ends of the outer hood is enlarged is set to 20 to 30 mm. It is.
[Action]
Wind noise caused by the outer hood when traveling near the maximum speed can be reduced as much as possible, and damage to the tip of the outer hood due to mutual interference during low-speed traveling can be avoided as much as possible.
[0009]
Embodiment 3
Embodiment 3 is that the drive mechanism is provided in the vicinity of the upper and lower sides of the inner side end of the outer hood member.
[Action]
The inner side end of the outer hood can be stably supported, and the inner side end can be smoothly and stably moved in the vehicle front-rear direction.
[0010]
Embodiment 4
In the fourth embodiment, the drive mechanism is configured by a screw drive mechanism or a rack and pinion drive mechanism driven by an electric motor.
[Action]
Since it is an electric drive mechanism, the drive mechanism is compact and the control means is simple.
[0011]
Embodiment 5
In the fifth embodiment, the drive mechanism is a pneumatic drive mechanism that operates by air pressure.
[Action]
By using an air cylinder, an air motor, or the like as a driving power source, an air pressure source for a door opening / closing mechanism or the like can be used for moving the outer hood member.
[0012]
【Example】
The overall shape of the relationship between the outer hood and the vehicle in this embodiment is as shown in FIG. 2, and the arrangement of the outer hood member with respect to the periphery of the vehicle end wall is as shown in FIG.
In this embodiment, a fixed roof outer hood member 1A having a width of about 2 m is fixed to the roof portion of the end wall of a vehicle having a ceiling width of about 3.5 m. The top member 1A is close to each other. On the other hand, the side outer hood member 1 whose upper end is bent in an arc shape is attached to both sides of the end wall and the left and right side portions of the roof to completely cover the space between the end walls of the vehicles T and T.
Even when the vehicle travels on a curved track, the roof top hood member 1A having a width of 2 m has little relative movement in the front-rear direction. Absent.
The outer hood members on both sides are movable, and the distance between their tips is adjusted.
In this embodiment, the fixed outer floor hood member 1B is also fixed to the floor portion of the end wall, and the front and rear ends of the front and rear floor hood members approach each other in the same manner as the roof outer member 1A. Has been placed.
Next, the details of an example of the drive mechanism of one of the opposing pair of outer hood members 1 on both sides will be described. The same applies to the other outer hood member 1.
The outer hood member 1 and the roof outer hood member 1A are made of synthetic resin EPDM (ethylene propylene copolymer, JIS rubber hardness 65 degrees) and are synthetic rubber products having a substantially V-shaped cross section. The cross-sectional shape is as shown in FIG. 4, the thickness b in the free state is 140 mm, the length (top member width) B is 239 mm, and the total length (vertical length) of the outer top member 1 is 2200 mm. is there.
The thickness of the left and right sides of the outer hood member 1 is the maximum at the attachment portion 1a, the tip arcuate portion 1b is the smallest, and the wall thickness between the attachment portion 1a and the tip arcuate portion 1b is small. It is getting smaller gradually. As a result, the rigidity of the attachment portion 1a of the hood member 1 and the vicinity thereof is large, but the tip portion and the vicinity thereof are highly flexible, so that they are firmly attached to the wife wall of the vehicle. The vicinity is elastically deformed relatively easily.
The mounting bracket 2 having a V-shaped cross section is fitted and fixed to the mounting portion 1a, and the mounting bracket 2 on the outer side 1x is bolted and fixed to the support bracket on the outer side of the end wall.
On the other hand, the outer side 1x is substantially parallel to the outer wall surface of the vehicle, but the inner side 1y is slightly inclined in the inner and outer directions. And a drive mechanism is connected with the attachment metal fitting 2 of the inner side 1y, and also the support member 12 is connected. Support members 12 are respectively attached to the vicinity of the upper end portion and the vicinity of the upper end portion of the attachment portion 1a of the inner side 1y of the outer hood member 1, and these support members 12 support shafts 11 extending in the front-rear direction from the end wall of the vehicle. Are slidably supported in the front-rear direction. Therefore, the inner side 1y is supported by the support shaft 11 via the support member 12 so as to be transportable in the front-rear direction, and is moved in the front-rear direction by the drive mechanism.
In addition, when the inside of the outer hood member 1 is moved in the front-rear direction, the top portion of the outer hood member 1 is thinned as shown in FIG. It has a cross-sectional shape.
[0013]
FIG. 5, FIG. 6, and FIG. 7 show embodiments of the drive mechanism, respectively.
Driving mechanism of the embodiment shown in FIG. 5 is due to the pneumatic cylinder 13 of the linear type. The direct acting pneumatic cylinder 13 has a fixed piston and a movable cylinder. When pressurized air is introduced into the cylinder, the cylinder moves in the front-rear direction and is fixed to the outer hood member. The attachment portion 1a of the inner side 1y of the 1 is pushed out, and the interval between the tips of the outer hood members 1 and 1 is reduced or lightly abuts. The pneumatic cylinder may be a single action type (single action type) or a double action type (double action type). In the case of a single action type, a return spring is built in the cylinder. The operating direction in this case may be either the direction of pushing out the attachment portion 1a of the inner side 1y of the outer hood member 1 or the direction of pulling. In this embodiment, the pneumatic cylinder is a double-acting type and operates in the direction of pushing out the attachment portion 1a of the inner side 1y of the outer hood member 1. Further, in this example, the stroke of the air cylinder 13 is set so that the distance between the front ends is 40 mm in the state where the front end of the outer hood members 1 and 1 are completely separated from each other by pulling the attachment portion 1a. Yes. As a result, even when the vehicle travels on a curved traveling path having a minimum radius of curvature in a high-speed railway, the tips of the outer hood members do not interfere with each other.
[0014]
The control device of the pneumatic cylinder 13 operates the pneumatic cylinder in response to the vehicle traveling speed. The reference traveling speed for this is 250 km / h and 170 km / h, and the speed of the railway vehicle is accelerated to 250 km / h. When it reaches, the above control device operates to supply air to the pneumatic cylinder to minimize the distance between the tips of the outer hood members. On the other hand, when the vehicle reaches a speed of 170 km / h, the control device operates. Exhaust air from the pneumatic cylinder and widen the tip of the outer hood member. By setting the difference in the reference vehicle traveling speed for the closing operation and the opening operation of the outer hood member end interval to the above level, the outer hood member can be used regardless of frequent changes in the traveling speed in the normal operation state of the high-speed railway vehicle. The closing operation and the opening operation of the tip interval can be stopped to the minimum necessary, and the operation can be stabilized. And the response to this travel speed utilizes the vehicle signal from the existing vehicle speed measuring device.
Since the drive mechanism is a simple drive mechanism in which the attachment portion 1a of the inner side 1y of the outer hood member 1 is pushed out and retracted, various drive mechanisms can be employed. It is important to consider the lightness, simplicity, reliability of operation, durability, ease of control, etc. of each device to determine what kind of drive mechanism is adopted.
[0015]
Driving mechanism of the embodiment shown in FIG. 6 is by a rack gear mechanism driven by an electric motor, a sector gear 41 attached to the rotatably supported shaft to a support plate fixed to the wife wall, the sector A rack gear 42 meshing with the gear 41 is supported on the support plate so as to be slidable in the vehicle longitudinal direction. The drive shaft of the electric motor 44 is connected to the shaft via a coupling 43, and the attachment portion 1a of the inner side 1y of the outer hood member 1 is connected to the tip of the rack gear 42 via a connecting plate. .
The drive mechanism of this embodiment is attached in the vicinity of the upper and lower ends of each outer hood member in the same manner as the pneumatic cylinder of the above embodiment, and the electric gear 44 is rotated in the normal direction to rotate the fan-shaped gear 41 in the normal direction. Thus, the rack gear 42 is slid in the front-rear direction.
Note that there is a screw mechanism similar to the rack gear mechanism as an electric mechanism that directly converts rotational motion into linear motion, but the rack gear 42 is also changed to a male screw member in the above embodiment of FIG. A screw sleeve may be screwed onto the male screw member via a bearing, the screw sleeve may be a helical gear, and the helical gear may be driven by a gear of an electric motor.
[0016]
In the embodiment of FIG. 7, the upper and lower drive mechanisms of each outer hood member 1 are driven by one electric motor, and the drive mechanism is basically a screw mechanism and a link. In this device, screw shafts 51 and 52 in opposite directions are connected to each other, and screw sleeves 53 and 54 are screwed onto the screw shafts 51 and 52, respectively. Links 55 and 56 connected to the screw sleeves 53 and 54 are connected to each other by a hinge pin 57, and the attachment portion 1a of the inner side 1y of the outer hood member 1 is connected to the pin. The screw shafts 51 and 52 are arranged in the vertical direction and are rotatably supported by supporting members on the end wall. When the screw shafts 51 and 52 are rotated in the same forward and reverse directions, the screw sleeves 53 and 54 approach or separate from each other, so that the hinge pin 57 of the link moves in the vehicle front-rear direction and the inner side of the outer hood member 1 The mounting portion 1a of 1y is pushed out or pulled.
One of the above drive mechanisms is arranged at each of the upper and lower ends of the outer hood member, the screw shafts of the drive mechanism are connected to each other, and further, a coupling is connected to the screw shaft 52 of the lower drive mechanism. A drive shaft of an electric motor 58 attached to the end wall is connected via an appropriate electric means such as a universal joint.
When the electric motor 58 is rotated forward and backward, both the screw shafts 51 and 52 of the drive mechanism are rotated forward and reverse, so that the upper and lower drive mechanisms are operated in synchronism and the inner side of the outer hood member 1 is moved. The attaching portion 1a of 1y is pushed out (at two locations near the upper end portion and near the lower end portion) or pulled.
[0017]
Further, as the drive mechanism for driving the inner sides 1y of the outer hood member in the longitudinal direction, it is possible to adopt due to the various other mechanisms (mechanisms) of Example, also, straight as a driving device A dynamic air cylinder can be used. Thus, when using a drive device that uses air pressure as a power source, there is an advantage that an air pressure source used in a door opening / closing mechanism of a vehicle can be used as it is.
[0018]
In addition, since it is necessary to enlarge the clearance gap between the front-end | tips of the outer hood member 1 when driving | running | working the curve driving | running road below a predetermined curvature radius, a vehicle goes to the curve driving | running road below this predetermined curvature radius. Prior to this, it is theoretically possible to perform a control of predicting this and expanding the gap between the tips of the outer hood member 1.
For example, it is possible to determine in advance a travel section in which the front end of the outer hood member should be brought into contact with each other, and determine the section on the basis of travel distance information. Further, in this case, even if it is a section determined as the traveling section, when traveling at a greatly reduced operating speed for some reason, a section is used to prevent the front end of the outer hood member 1 from coming into contact. It is also possible to control the drive mechanism under both conditions and travel speed conditions.
[0019]
【The invention's effect】
As described above, the space between the rail walls of the railway car is covered with a roof outer hood and a side wall outer hood so that the distance between the side wall outer hood tips can be adjusted freely, and it responds to the vehicle speed to reduce noise caused by running wind. The above interval is made as small as possible when necessary for driving and the above interval is expanded to the required limit when traveling at low speeds. Noise can be reduced.
In addition, since the control signal of the interval between the tops of the side wall outer hoods is the vehicle speed, the output signal of the existing vehicle control device can be diverted, so there is no need for a special detection device for taking the control signal. The cost of the control device is reduced.
In addition, by setting the control reference speed as in the first embodiment, the operation frequency for adjusting the distance between the tips of the outer hood members can be suppressed to a necessary limit, and thus the stability and durability of the outer hood can be reduced. Can be improved.
[Brief description of the drawings]
FIG. 1A is a perspective view showing a positional relationship between a conventional high-speed railway vehicle side wall and an outer hood, and FIG. 1B is a plan view of an outer hood member in FIG.
FIG. 2 is a perspective view of the embodiment.
FIG. 3 is a perspective view showing the arrangement of the outer hood member of the embodiment.
FIG. 4 is a cross-sectional view of the outer hood member of the embodiment.
FIG. 5 is a plan view of an embodiment of an outer hood drive mechanism.
6A is a plan view of another embodiment of the driving mechanism for the outer hood, and FIG. 6B is a detailed view of the main part of the embodiment.
FIG. 7A is a plan view of still another embodiment of the outer hood drive mechanism, and FIG. 7B is a detailed view of the main part of the embodiment.
[Explanation of symbols]
1: outer hood member 1A: roof outer hood member 1B: floor outer hood member 1a: mounting portion 1b: arc upper part 1x: outer side 1y: inner side 11: support shaft 12: support member 13: pneumatic cylinder 41: sector gear 42 : Rack gear 43: coupling 44, 58: electric motor 51, 52: screw shaft 53, 54: screw sleeve 55, 56: hinge pin 57: hinge shaft T: vehicle

Claims (6)

A high-speed rail that is attached to the front and rear vehicles facing each other and filling the gap on the outer periphery of the inter-vehicle space with a hood with a drive mechanism to achieve both noise reduction at high speed and durability when passing a sharp curve In the outer hood of the vehicle,
The outer base of the V-shaped outer hood member is attached and fixed to the vehicle wife surface, and the inner base is moved in the vehicle front-rear direction by the drive mechanism to move the front and rear outer hood members in the vehicle front-rear direction. An outer hood for a high-speed railway vehicle in which the gaps on the outer periphery of the inter-vehicle space are filled by abutting and abutting each other.   2. The outer hood of a high-speed railway vehicle according to claim 1, wherein the top of the hood is thinned so that the hood does not jump out of the vehicle width when moving inside the hood. In an outer hood of a railway vehicle in which one side surface of a V-shaped outer hood member is flush with the side wall of the vehicle, is attached to the vehicle wife surface, and the front ends of the outer hood members facing each other face each other,
Of the inner and outer side ends of the outer hood member, the outer side end is fixed to the vehicle wife surface, and the inner side end is fixed to the drive mechanism,
The support member fixed to the inner side end of the outer hood member is movable in the vehicle front-rear direction, and is driven in the front-rear direction by a drive mechanism.
Operate the drive mechanism based on the vehicle operation information for vehicle operation control,
The distance between the front end of the outer hood members is set so that the outer hood member is brought into close contact when the vehicle traveling speed of the vehicle operation information is a predetermined high speed and a gap is formed between the front end of the outer hood member at a predetermined low speed. The outer hood of a high-speed rail car that is adjusted.   4. The outer hood of a high-speed railway vehicle according to claim 3, wherein one drive mechanism is provided in the vicinity of the upper and lower sides of the inner side end of the outer hood member.   The outer hood of a high-speed railway vehicle according to claim 3, wherein the drive mechanism is a screw drive mechanism or a rack and pinion drive mechanism driven by an electric motor.   The outer hood of a high-speed railway vehicle according to claim 3, wherein the drive mechanism is a pneumatic drive mechanism that operates by air pressure.

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