JP3908149B2

JP3908149B2 - The leading train for high-speed running

Info

Publication number: JP3908149B2
Application number: JP2002322125A
Authority: JP
Inventors: 敬栗山; 貴士三木; 淳佐野; 一人中井
Original assignee: Kawasaki Jukogyo KK
Current assignee: Kawasaki Motors Ltd
Priority date: 2002-11-06
Filing date: 2002-11-06
Publication date: 2007-04-25
Anticipated expiration: 2022-11-06
Also published as: JP2004155292A

Description

【０００１】
【発明の属する技術分野】
この発明は、高速走行する新幹線等の高速走行用の鉄道先頭車両に関する。
【０００２】
【従来の技術】
一般に、新幹線などの高速の鉄道車両がトンネルに突入する場合には、その先頭車両によって、トンネル内の限られた空間に存在する空気を押し込むように、前記空気が圧縮される。この圧縮された空気は圧縮波となって、トンネル内をほぼ音速に等しい速度で前方へ伝播される。この圧縮波がトンネルの出口に到達したときには出口で反射されるが、それの一部はパルス状の圧力波となってトンネル出口から外部へ放射される。このパルス状の圧力波を、微気圧波（トンネル微気圧波）という。この微気圧波（パルス状の圧力波）が外部へ放射されることにより、トンネルの出口付近では爆発音とともに微振動等が生じ、周辺の環境に影響を及ぼす場合がある。
【０００３】
そのため、高速性能が要求される編成列車では、図５（ａ）（ｂ）に示すように、先頭車両１０１の車体先頭部１０１ａの形状に、いわゆる高速走行時の走行抵抗を減少させるだけでなく、前述したところのトンネルに突入した際に生じる微気圧波を低減させることができる形状とすることが必要とされる。
【０００４】
高速車両におけるトンネル微気圧波は、速度の３乗に従い増大するので、高速で走行する車両ほど大きくなることが知られている。また、客室空間を含む一般部分に至るまで横断面積が変化する先頭形状はそれの長さが長いほど、微気圧波が低減されることも知られている。すなわち、前記車体先頭部１０１ａ（運転室の前側部分）の長さが長いほど微気圧波低減効果が高いと考えられる。
【０００５】
そこで、出願人は、鉄道車両がトンネル内に突入する場合に、トンネルと車両によって発生する微気圧波を分散させて低減するための鉄道先頭車両の車体を先に提案している（例えば、特許文献１参照）。具体的には、車体の先端部分をやや後方に傾斜させて上方に立ち上げることにより第１段目の横断面積増加領域を形成した後、横断面積をほぼ一定に保ってほぼ水平に後方に延設する。その後、再びやや後方に傾斜させて上方に立ち上げることにより第２段目の横断面積増加領域を形成し、前記第１段目の横断面積／前記第２段目の横断面積の面積比が０．６以上で、前記第１段目と第２段目の横断面積増加領域の間隔を１５ｍ以上にしたものである。
【０００６】
【特許文献１】
特開平１１−３２１６４０号公報（第２頁〜第４頁、図１〜図４）
【０００７】
【発明が解決しようとする課題】
しかしながら、このような構成にすると、微気圧波の低減に効果があるとしても、そのために第１段目と第２段目の横断面積増加領域の間隔を１５ｍ以上にする必要があり、先頭車両の先頭部分の長さが極端に長くなり、曲線軌道走行時に台車からのオーバーハング部先端部が、車両限界に抵触するおそれが生ずる。また、先頭部分の長さが長くなると、車両の長さは一定であるので、客室長さが短くなり、乗車定員が減少する。
【０００８】
このように、先頭車両の先頭部分の長さは、客室長さの確保と、走行時の車両限界によって決定される（すなわち、長い客室長さを確保し、車両限界に抵触しないようにする）。その一方、絶対的な車両の長さは、線路（軌道）の曲率、分岐部の線路条件などの車両限界に抵触しないという条件で決定される。線路条件の厳しい箇所は車両基地の引き込み線部等にあり、本線の高速走行時にはそのような線路条件の厳しい箇所はない。
【０００９】
そこで、発明者らは、鋭意研究を重ねた結果、車両の先端部分を長くする場合には、先頭延長部分を別ユニットとして、それを車体の先頭に、連結するのではなく、車体左右方向に屈折可能に連接することにすれば、高速走行時には先頭部分の車体前後方向長さを長くすることができるので、微気圧波の低減効果を得ることができる一方、車両限界に抵触するおそれがある低速走行時には、先頭部分は線路の曲率などに応じて屈折して形態が変化するので、線路条件の厳しい箇所にも対応できるということに着想し、本発明をなすに至ったものである。しかも、このようにすれば、先頭部分の車体前後方向長さを長くすることが客室長さに影響を与えないので、乗車定員を確保することもできる。
【００１０】
【課題を解決するための手段】
本発明は、横断面積が変化する先頭部分の後端が、横断面積がほぼ一様である一般部分に連続する車体を有する高速走行用の鉄道先頭車両であって、前記車体の先頭部分は、後端が一般部分の前端に連続する先頭本体部分と、この先頭本体部分の前端に車体左右方向に屈折可能に連接される先頭延長部分とを備えることを特徴とする。ここで、「屈折可能に連接されている」とは、先頭本体部分に先頭延長部分が角度をなして折れ曲がることができるようにつながっている、という意味である。すなわち、本発明は、連接台車を用いて、従来より存在する２つの車両間を連接するというものではなく、鉄道先頭車両という１つの車両の中において、微気圧波低減効果を得られるように先頭部分をさらに長くするために先頭延長部分を先頭本体部分の前側に車体左右方向に屈折可能に連接して、延長するというものである。また、屈折される先頭延長部分の長さが長い場合にはその部分が台車によって支持されるように構成するのはもちろんである。さらに、先頭延長部分自体が、２つ以上の部分が連接されたものであってもよい。
【００１１】
このようにすれば、曲率半径の小さい軌道を低速走行する場合には、先頭部分が屈折する（先頭延長部分が先頭本体部分に対して折れ曲がる）ことで先頭部分の形態が変化し、無理なく旋回走行することができる。よって、台車からのオーバーハング部先端部が車両限界に抵触するおそれがなくなる。一方、高速走行する場合には、通常の長い（先頭延長部分が屈折しない）先頭部分となるので、所望の微気圧波低減効果が得られる。
【００１２】
よって、従来は車両限界については先頭車両の全長を考慮しなければならなかったが、本発明では、先頭車両の車体を構成するために連接されるそれぞれの部分の長さを考慮すればよくなり、車体の先頭部分の長さを自由に長くすることが可能となる。その結果、車両限界や客室長さにあまりとらわれることなく、先頭部分の長さや形状を設定することができる。
【００１３】
また、先頭本体部分とは別体である先頭延長部分に対して、微気圧波低減効果がある断面積分布となる加工を施せばよくなり、一車両に相当する車体に加工する従来の場合に比べて加工も容易となる。また、車両が走行する軌道に応じて交換することも可能となる。
【００１４】
この場合、具体的には、請求項２に記載のように、前記先頭延長部分は、先端付近が台車にて支持され、前記屈折可能に連接される部分は、先頭本体部分の前側に先頭延長部分が回転可能に連結されると共に連接台車にて支持されるように構成され、さらに先頭延長部分と先頭本体部分との間が、それらの外表面とほぼ面一になるように弾性シート部材にて連結されている構成とすることができる。つまり先頭延長部分を別ユニットとし、その別ユニットを連接台車によって先頭本体部分に直接接続することができる。また、弾性シート部材は、連接部が屈折性能を発揮できる程度の伸縮性能を有するものである。
【００１５】
このようにすれば、連接台車を用いることで車体左右方向に屈折可能な構造と簡単にすることができる。また、屈折部分の先頭延長部分と先頭本体部分との間に、それらの外表面がほぼ面一になるように弾性シート部材にて連結されているので、屈折性能を損ねることなく、微気圧波の低減効果が得られる。
【００１６】
さらに、運転室より前側の部位で先頭延長部分が屈折可能な連接部を設けるだけでなく、運転室の後側の部位に屈折可能な別の連接部を設けることも可能である。すなわち、請求項３に記載のように、前記車体の先頭部分は、運転室の前側の部位に車体左右方向に屈折可能に連接される第１の連接部を有し、運転室の後側の部位で一般部分に第２の連接部を介して車体左右方向に屈折可能に連接されている構成とすることができる。
【００１７】
このようにすれば、運転室より前側の部位に加えて、先頭部分と一般部分との間の部位（すなわち運転室より後側の部位）においても車体左右方向に屈折可能であるので、運転室がある先頭部分や客室空間がある一般部分に影響を与えることなく、屈折可能な部分を増やすことができ、それだけ先頭部分の長さを長くする上で有利となる。
【００１８】
この場合、第１の連接部が、車体の先頭部分の車体前後方向におけるほぼ中間部位に位置しているようにすることができるし、第１の連接部と第２の連接部との車体前後方向の長さは、一般部分の車体前後方向の長さにほぼ等しくなるようにすることができる。
【００１９】
また、発明者らが種々検討したところ、運転室より前側の部位に屈折可能な部分（連接部）を必ずしも設ける必要はなく、曲率半径の小さい軌道を低速走行可能であれば、運転室の後側に屈折可能な部分を設けることも可能であることも見い出した。よって、請求項４に記載のように、横断面積が変化する先頭部分の後端が、横断面積がほぼ一様である一般部分に連続する車体を有する高速走行用の鉄道先頭車両であって、先頭部分と一般部分との間の部位で屈折可能に連接され、先頭部分と一般部分との間が、それらの外表面とほぼ面一になるように弾性シート部材にて連結されている構成とすることも可能である。このようにすれば、先頭部分と一般部分との間が、それらの外表面とほぼ面一になるように弾性シート部材にて連結されているので、連接部の部位においても外表面に段差が生じない。
【００２０】
この場合、請求項５に記載のように、先頭部分と一般部分の車体前後方向の長さがほぼ等しくなるようにできる。
【００２１】
【発明の実施の形態】
以下、この発明の実施の形態を図面に沿って説明する。
（第１の実施の形態）
本実施の形態は、運転室の前側の部位に１つの連接部を設けたものである。
【００２２】
図１（ａ）は本発明に係る第１の実施の形態である鉄道先頭車両を含む編成列車を示す側面図、図１（ｂ）は同平面図である。
【００２３】
図１（ａ）（ｂ）に示すように、高速走行用の鉄道先頭車両１１の車体１２は、横断面積が変化し運転室（図示せず）を含む先頭部分１３を有する。その車体１２の先頭部分１３の後端が、横断面積がほぼ一様で客室空間を含む一般部分１４に連続する構成とされている。１５は運転室を覆う運転室風防である。
【００２４】
前記先頭部分１３の後端寄りに位置する運転室（運転室風防１５）の前側の部位において、前側部分１６（先頭延長部分）が後側部分１７（先頭本体部分）に対し車体左右方向に屈折可能に連接されている。すなわち、前記屈折可能な部分である連接部Ｓ１においては、それらの部分１６，１７を回転可能に連結すると共に、それらの部分１６，１７に跨って連接台車１８にて支持されている。すなわち、前側部分１５の後端部が連接台車１８の前部に回転可能に支持され、後側部分１７の前端部が連接台車１８の後部に回転可能に支持されている。
【００２５】
また、前側部分１６と後側部分１７との間が、それらの外表面とほぼ面一になるように弾性ゴム部材にて連結され、連接部Ｓ１の部位において外表面に段差が生じない構成（すなわち連接部Ｓ１がないのと同様に外表面がほぼ平滑な構成）とされている。この弾性シート部材としては、例えばゴムシート部材が用いられ、前記両部分１６，１７間の隙間を埋めるように設けられていれば各部分１６，１７にどのように取り付けられていてもよい。
【００２６】
このような弾性ゴム部材で連結できるのは、次の理由による。先頭部分１３の前側部分１６の後端部と後側部分１７の前端部とが連接され、連接台車１８にて支持されているので、曲線軌道においては、前側部分１６と後側部分１７との横ずれが少なく軌道に沿う比較的なめらかな形態で走行するからである。
【００２７】
先頭部分１３の後方寄りには運転室（運転室風防１５）が形成され、その後方に乗降のためのドア２０が配設されている。さらにその後方の位置する一般部分１４には、多数の座席が配設される客室空間が形成され、側面に多数の窓部２１及びドア２２が配設されている。
【００２８】
前側部分１６は、二軸台車２３で支持されている。なお、先頭車両１１の車体１３の後尾部分及び第２両目の車両２４の先端部分はそれぞれ独立の２軸台車２５，２６にて支持されている。
【００２９】
このように、車体１２の先頭部分１３を、前側部分１６と後側部分１７とに分割し、車体左右方向に屈折可能な連接構造にしているので、車両限界や客室長さにとらわれることなく、先頭部分１３の長さや形状を自由に設定することができる。
【００３０】
このようにすれば、曲率半径の小さい軌道を低速走行する場合には、先頭部分１３が屈折することで連接部Ｓ１を境として折れ曲がり、先頭部分１３の形態が変化し、無理なく旋回走行することができる。一方、高速走行する場合には、通常の長い（屈折しない）先頭部分１３となるので、所望の微気圧波低減効果が得られる。よって、車両限界や客室長さにとらわれることなく、先頭部分１３の長さや形状を設定することができる。
（第２の実施の形態）
本実施の形態は、運転室の前側の部位及び後側の部位にそれぞれ連接部を設けたものである。
【００３１】
図２（ａ）は本発明に係る第２の実施の形態である鉄道先頭車両を含む編成列車を示す側面図、図２（ｂ）は平面図である。
【００３２】
図２（ａ）（ｂ）に示すように、高速走行用の鉄道先頭車両１１Ａの車体１２Ａは、運転室の前側に位置し二軸台車１８Ａにて支持される連接部Ｓ１１（第１の連接部）を備える。この連接部Ｓ１１は、第１の実施の形態とは異なり、車体１２Ａの先頭部分１３Ａの車体前後方向におけるほぼ中間部位に位置している。それに加えて、運転室の後側、すなわち先頭部分１３Ａと一般部分１４との間にも別の連接部Ｓ２（第２の連接部）が設けられている。この連接部Ｓ２も、前述した連接部Ｓ１と同様の構造である。先頭部分１３Ａ（後側部分１７Ａ）と一般部分１４とを回転可能に連結すると共に、それらの部分１３Ａ，１４に跨って連接台車３１にて支持されている。すなわち、先頭部分１３Ａ（後側部分１７Ａ）の後端部が連接台車３１の前部に回転可能に支持され、一般部分１４の前端部が連接台車３１の後部に回転可能に支持されている。先頭部分１３Ａと一般部分１４との間が、それらの外表面とほぼ面一になるように弾性シート部材（例えばゴムシート部材）にて連結され、連接部Ｓ２の部位においても外表面に段差が生じない構成とされている。なお、前側部分１３Ａの先頭付近は一軸台車３２にて支持されている。一軸台車３２とされるのは、連接部Ｓ１１を支持する二軸台車１８Ａとの距離が短く、支持する必要がある荷重が小さいからである。
【００３３】
この構成によれば、運転室がある先頭部分１３Ａや一般部分１４に影響を与えることなく、連接部Ｓ１１，Ｓ２（屈折可能な部分）を増やすことができ、先頭車両の屈折性能が増大し、それだけ先頭部分１３Ａの長さを長くする上で有利となる。曲線軌道を走行する場合には、図２（ｃ）に示すように、先頭車両は連接部Ｓ１１，Ｓ２において屈折するので、微気圧低減効果を得るために先頭部分１３Ａの長さを長くしても、無理なく走行することができる。
【００３４】
この場合、図３（ａ）（ｂ）に示すように、運転室の前側の連接部Ｓ１２を、車体１２Ｂの前側部分１６Ｂの中間部位（図２（ａ）〜（ｃ）に示すものよりさらに前側）に設けるようにすることも可能である。この場合、前側の連接部Ｓ１２と後側の連接部Ｓ２との車体前後方向の間隔は、一般部分１４の車体前後方向の長さにほぼ等しくなっている。このようにすれば、前側の連接部Ｓ１２を支持する連接台車１８Ｂが先端寄りになるので、図２（ａ）〜（ｃ）に示す車両の場合に必要とされた一軸台車が必要なくなる。また、図３（ｃ）に示すように、台車３１Ａで支持される連接部Ｓ２１をドア２０の後側とすることも可能である。
（第３の実施の形態）
本実施の形態は、運転室の後側の部位のみに連接部を設けたものである。
【００３５】
図４（ａ）は本発明に係る第３の実施の形態である鉄道先頭車両を含む編成列車を示す側面図、図４（ｂ）は平面図である。
【００３６】
図４（ａ）（ｂ）に示すように、先頭車両の車体１２Ｃほぼ中間部位（ドア２０の後側）のみに連接部Ｓ２１を設けるものである。先頭部分１３Ｃと一般部分１４の車体前後方向の長さがほぼ等しく、連接部Ｓ２１は、先頭車両の車体前後方向のほぼ中間位置に位置している。この連接部Ｓ２１は前述した場合と同様に、連接台車３１Ａを備え、さらに、先頭部分１３Ｃの先端部付近が二軸台車２３にて支持される構成とされている。
【００３７】
よって、第１及び第２の実施の形態では、先頭車両の車体１２，１２Ａ，１２Ｂを支持する台車はいずれも４つであったが、本実施の形態では車体１２Ｃを支持するのは３つの台車２３，３１Ａ，２５でよくなり、さらに、構造の簡素化が図れる。
【００３８】
上述したほか、本発明に係る高速走行用の鉄道先頭車両は、次のように構成することも可能である。
（１）前記実施の形態では、運転室の前側に１つの連接部を設けるだけであるが、本発明はそれに制限されるものではなく、２つ以上の連接部を設けるようにしてもよく、連接台車以外の車体を支持する台車の配置も制限されない。
（２）前記実施の形態では、先頭部分の車体形状は、平面視及び側面視ともほぼ弾丸形状であるが、本発明はそれに制限されるものではなく、高速走行用の車体形状であれば特に制限されない。
【００３９】
【発明の効果】
この発明は、以上に説明したように実施され、以下に述べるような効果を奏する。
【００４０】
本発明は、上記のように構成したから、曲率半径の小さい軌道を低速走行する場合には、屈折することで無理なく旋回走行することができる一方、高速走行する場合には、屈折することなく通常の長い先頭部分となるので、所望の微気圧波低減効果が得られる。
【００４１】
よって、
（１）曲線軌道走行時に台車からのオーバーハング部先端部が車両限界に抵触するおそれがなくなるので、従来のように、最も曲率の大きい軌道に基づいて車体の先頭部分の長さを設計、決定する必要がなくなる。
（２）先頭部分の必要長さを確保することが客室を含む一般部分に影響を与えないので、客室長さを短くする必要がなく、乗車定員を多く確保できる。
【図面の簡単な説明】
【図１】本発明に係る第１の実施の形態の高速走行用の鉄道先頭車両を含む編成列車を示すもので、（ａ）は側面図、（ｂ）は平面図である。
【図２】本発明に係る第２の実施の形態の高速走行用の鉄道先頭車両を含む編成列車を示すもので、（ａ）は側面図、（ｂ）は平面図、（ｃ）は曲線軌道の走行状態を示す平面図である。
【図３】本発明に係る第の実施の形態の高速走行用の鉄道先頭車両（変形例）を含む編成列車を示すもので、（ａ）は側面図、（ｂ）は平面図、（ｃ）は変形例についての図３（ａ）と同様の図である。
【図４】本発明に係る第３の実施の形態の高速走行用の鉄道先頭車両を含む編成列車を示すもので、（ａ）は側面図、（ｂ）は平面図である。
【図５】従来の高速走行用の鉄道先頭車両を含む編成列車を示すもので、（ａ）は側面図、（ｂ）は平面図である。
【符号の説明】
１１鉄道先頭車両
１２，１２Ａ，１２Ｂ，１２Ｃ車体
１３，１３Ａ，１３Ｂ，１３Ｃ先頭部分
１４一般部分
１６前側部分（先頭延長部分）
１７後側部分（先頭本体部分）
１８，１８Ａ，１８Ｂ連接台車
３１，３１Ａ連接台車
Ｓ１，Ｓ１１，Ｓ１２，Ｓ２，Ｓ２１連接部[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a railway head vehicle for high-speed traveling such as a Shinkansen that travels at high speed.
[0002]
[Prior art]
In general, when a high-speed railway vehicle such as a Shinkansen enters a tunnel, the leading vehicle compresses the air so as to push in air existing in a limited space in the tunnel. The compressed air becomes a compression wave and propagates forward in the tunnel at a speed approximately equal to the speed of sound. When this compression wave reaches the exit of the tunnel, it is reflected at the exit, but part of it is radiated from the tunnel exit to the outside as a pulsed pressure wave. This pulsed pressure wave is called a micro atmospheric pressure wave (tunnel micro atmospheric pressure wave). When this micro atmospheric pressure wave (pulsed pressure wave) is radiated to the outside, fine vibrations and the like are generated in the vicinity of the exit of the tunnel along with explosion sound, which may affect the surrounding environment.
[0003]
Therefore, in a train train that requires high-speed performance, as shown in FIGS. 5A and 5B, the shape of the vehicle body top portion 101a of the leading vehicle 101 not only reduces the running resistance during high-speed traveling. Therefore, it is necessary to have a shape capable of reducing the micro-pressure wave generated when entering the tunnel described above.
[0004]
It is known that a tunnel micro-pressure wave in a high-speed vehicle increases with the cube of the speed, so that the vehicle traveling at a high speed becomes larger. It is also known that the head shape whose cross-sectional area changes up to the general part including the cabin space is reduced in microscopic pressure wave as the length thereof is longer. That is, it can be considered that the effect of reducing the micro-pressure wave is higher as the length of the vehicle body head portion 101a (front portion of the cab) is longer.
[0005]
Therefore, the applicant has previously proposed a vehicle body of a railroad leading vehicle for dispersing and reducing micro-pressure waves generated by the tunnel and the vehicle when the railcar enters the tunnel (for example, a patent) Reference 1). Specifically, after forming the first-stage cross-sectional area increasing region by tilting the front end of the vehicle body slightly backward and rising upward, the cross-sectional area is maintained substantially constant and extends rearward substantially horizontally. Set up. Thereafter, the second-stage cross-sectional area increasing region is formed by tilting it slightly rearward and rising upward, and the area ratio of the first-stage cross-sectional area / second-stage cross-sectional area is 0. .6 or more, and the interval between the cross-sectional area increasing regions of the first stage and the second stage is 15 m or more.
[0006]
[Patent Document 1]
JP-A-11-321640 (2nd to 4th pages, FIGS. 1 to 4)
[0007]
[Problems to be solved by the invention]
However, with such a configuration, even if it is effective in reducing micro-pressure waves, the distance between the first and second step cross-sectional area increasing regions needs to be 15 m or more. The length of the head portion of the vehicle becomes extremely long, and there is a risk that the tip of the overhang portion from the carriage will conflict with the vehicle limit when traveling on a curved track. Further, when the length of the leading portion is increased, the vehicle length is constant, so that the cabin length is reduced and the boarding capacity is reduced.
[0008]
As described above, the length of the leading portion of the leading vehicle is determined by securing the cabin length and the vehicle limit during travel (that is, ensuring a long cabin length so as not to conflict with the vehicle limit). . On the other hand, the absolute length of the vehicle is determined on the condition that it does not conflict with the vehicle limit such as the curvature of the track (track) and the track condition of the branching portion. The places where the track conditions are severe are in the lead-in section of the vehicle base, and there are no places where the track conditions are severe when the main line is traveling at high speed.
[0009]
Therefore, as a result of intensive research, the inventors have made the head extension part as a separate unit in the case of lengthening the front end part of the vehicle. If it is connected in a refractable manner, the length of the vehicle body in the front-rear direction can be increased when traveling at high speed, so that the effect of reducing micro-pressure waves can be obtained, but the vehicle limit may be violated. At the time of traveling at low speed, the head portion is refracted according to the curvature of the line and the shape changes, so that the present invention has been made based on the idea that it can cope with a severe part of the line condition. In addition, in this way, increasing the length of the front portion in the longitudinal direction of the vehicle body does not affect the cabin length, so that the number of passengers can be secured.
[0010]
[Means for Solving the Problems]
The present invention is a railway leading vehicle for high-speed traveling having a vehicle body continuous with a general portion having a substantially uniform cross-sectional area at the rear end of the leading portion where the cross-sectional area changes, and the leading portion of the vehicle body includes: A head main body portion having a rear end continuous with a front end of the general portion, and a head extension portion connected to the front end of the head main body portion so as to be refractable in the lateral direction of the vehicle body . Here, “being connected in a refractive manner” means that the leading extension portion is connected to the leading body portion so as to be bent at an angle. In other words, the present invention does not connect two existing vehicles by using a connecting cart, but the first vehicle so as to obtain a micro-pressure wave reduction effect in one vehicle called a railway first vehicle. In order to make the portion even longer, the leading extension portion is connected to the front side of the leading body portion so as to be refractable in the left-right direction of the vehicle body and extended. Of course, when the length of the refracted leading extension portion is long, the portion is supported by the carriage. Furthermore, the head extension part itself may be one in which two or more parts are connected.
[0011]
In this way, when traveling at a low speed on an orbit with a small radius of curvature, the top part is refracted (the top extension part bends with respect to the top body part), and the form of the top part changes, turning without difficulty. Can travel. Therefore, there is no possibility that the tip of the overhang portion from the carriage will conflict with the vehicle limit. On the other hand, when traveling at high speed, the head portion is a normal long portion (the leading extension portion is not refracted), so that a desired micro-pressure wave reduction effect can be obtained.
[0012]
Therefore, in the past, the vehicle limit had to consider the total length of the leading vehicle, but in the present invention, it is only necessary to consider the length of each part connected to form the body of the leading vehicle. It is possible to freely increase the length of the front portion of the vehicle body. As a result, the length and shape of the head portion can be set without much being bound by the vehicle limit or the cabin length.
[0013]
In addition, in the conventional case of processing to the vehicle body corresponding to one vehicle, it is only necessary to process the cross-sectional area distribution with a micro atmospheric pressure reduction effect on the head extension part which is separate from the head body part. Compared to it, processing is also easier. Moreover, it becomes possible to exchange according to the track on which the vehicle travels.
[0014]
In this case, specifically, as described in claim 2, the leading extension portion is supported by a carriage near the tip, and the portion that is connected in a refractive manner is the leading extension on the front side of the leading body portion. The elastic sheet member is configured so that the parts are rotatably connected and supported by the articulated carriage, and the gap between the leading extension part and the leading body part is substantially flush with the outer surface thereof. It can be set as the structure connected. In other words, the head extension portion can be a separate unit, and the separate unit can be directly connected to the head body portion by a connecting cart. In addition, the elastic sheet member has an expansion / contraction performance such that the connecting portion can exhibit refractive performance.
[0015]
If it does in this way, it can be simplified with the structure which can be refracted in the left-right direction of a vehicle body by using a connecting cart. In addition, the elastic sheet member is connected between the leading extension portion of the refracting portion and the leading body portion so that the outer surfaces thereof are substantially flush with each other. Can be reduced.
[0016]
Furthermore, it is possible not only to provide a connecting portion where the head extension portion can be refracted at a portion in front of the cab, but also to provide another connecting portion capable of being refracted at a portion on the rear side of the cab. That is, as described in claim 3, the front portion of the vehicle body has a first connecting portion that is connected to the front side portion of the cab so as to be refractable in the left-right direction of the vehicle body , It can be set as the structure connected with the general part through the 2nd connection part so that it can refract in the left-right direction of a vehicle body in the site | part.
[0017]
In this way, the cab can be refracted in the left-right direction of the vehicle body in the portion between the front portion and the general portion (that is, the portion behind the cab) in addition to the portion in front of the cab. It is possible to increase the number of refractable parts without affecting the head part and the general part where the cabin space is located, which is advantageous in increasing the length of the head part.
[0018]
In this case, the first connecting portion can be positioned at a substantially intermediate position in the front-rear direction of the vehicle body at the front portion of the vehicle body, and the front-rear direction of the vehicle body between the first connecting portion and the second connecting portion. The length in the direction can be made substantially equal to the length of the general portion in the longitudinal direction of the vehicle body.
[0019]
Further, as a result of various studies by the inventors, it is not always necessary to provide a refractable portion (joint portion) at the front part of the cab, and if the vehicle can travel at a low speed on a track with a small radius of curvature, It has also been found that it is possible to provide a refractable part on the side. Therefore, as described in claim 4, the rear end of the leading portion where the cross-sectional area changes is a rail leading vehicle for high-speed traveling having a vehicle body that is continuous with a general portion having a substantially uniform cross-sectional area, A structure in which the portion between the leading portion and the general portion is refractably connected, and the leading portion and the general portion are connected by an elastic sheet member so as to be substantially flush with the outer surface thereof. It is also possible to do. In this way, since the leading portion and the general portion are connected by the elastic sheet member so as to be substantially flush with the outer surface thereof, there is a step on the outer surface even at the connection portion. Does not occur.
[0020]
In this case, as described in claim 5, the lengths of the head portion and the general portion in the longitudinal direction of the vehicle body can be made substantially equal.
[0021]
DETAILED DESCRIPTION OF THE INVENTION
Embodiments of the present invention will be described below with reference to the drawings.
(First embodiment)
In the present embodiment, one connecting portion is provided at the front portion of the cab.
[0022]
Fig.1 (a) is a side view which shows the train set including the railway head vehicle which is 1st Embodiment based on this invention, FIG.1 (b) is the same top view.
[0023]
As shown in FIGS. 1 (a) and 1 (b), the vehicle body 12 of the railway leading vehicle 11 for high-speed traveling has a leading portion 13 that changes its cross-sectional area and includes a driver's cab (not shown). The rear end of the front portion 13 of the vehicle body 12 has a substantially uniform cross-sectional area and is continuous with the general portion 14 including the cabin space. A cab windshield 15 covers the cab.
[0024]
In the front part of the cab (driver's cab windshield 15) located near the rear end of the head part 13, the front part 16 (head extension part) is refracted in the lateral direction of the vehicle body with respect to the rear part 17 (head body part). It is connected as possible. That is, in the connection part S1 which is the said bendable part, while connecting those parts 16 and 17 rotatably, it is supported by the connection carriage 18 ranging over those parts 16 and 17. FIG. That is, the rear end portion of the front portion 15 is rotatably supported by the front portion of the articulated carriage 18, and the front end portion of the rear side portion 17 is rotatably supported by the rear portion of the articulated cart 18.
[0025]
Further, the front side portion 16 and the rear side portion 17 are connected by an elastic rubber member so as to be substantially flush with the outer surface thereof, and a step does not occur on the outer surface at the site of the connecting portion S1 ( That is, the outer surface is substantially smooth as in the case where the connecting portion S1 is not provided. As the elastic sheet member, for example, a rubber sheet member is used, and the elastic sheet member may be attached to each of the parts 16 and 17 as long as it is provided so as to fill the gap between the parts 16 and 17.
[0026]
The reason why the elastic rubber member can be connected is as follows. Since the rear end portion of the front portion 16 of the front portion 13 and the front end portion of the rear portion 17 are connected and supported by the connecting carriage 18, in the curved track, the front portion 16 and the rear portion 17 This is because the vehicle travels in a comparatively smooth form along the track with little lateral deviation.
[0027]
A driver's cab (driver's cab windshield 15) is formed near the rear of the head portion 13, and a door 20 for getting on and off is disposed behind the cab. Furthermore, a passenger compartment space in which a large number of seats are disposed is formed in the general portion 14 located behind the large portion, and a large number of windows 21 and doors 22 are disposed on the side surfaces.
[0028]
The front portion 16 is supported by a biaxial carriage 23. Note that the rear portion of the vehicle body 13 of the leading vehicle 11 and the tip portion of the second vehicle 24 are supported by independent two-shaft trucks 25 and 26, respectively.
[0029]
In this way, the front portion 13 of the vehicle body 12 is divided into the front portion 16 and the rear portion 17 and has a connecting structure that can be refracted in the vehicle body left-right direction, so that it is not limited by the vehicle limit or the cabin length. The length and shape of the leading portion 13 can be freely set.
[0030]
In this way, when traveling at a low speed on an orbit having a small radius of curvature, the leading portion 13 bends at the boundary of the connecting portion S1 due to the bending of the leading portion 13, and the shape of the leading portion 13 changes, making it possible to smoothly turn. Can do. On the other hand, when traveling at high speed, the head portion 13 is a normal long (not refracted) portion, so that a desired micro-pressure wave reduction effect can be obtained. Therefore, the length and shape of the head portion 13 can be set without being limited by the vehicle limit or the cabin length.
(Second Embodiment)
In the present embodiment, connecting portions are respectively provided at the front part and the rear part of the cab.
[0031]
FIG. 2A is a side view showing a train set including a railway head vehicle according to a second embodiment of the present invention, and FIG. 2B is a plan view.
[0032]
As shown in FIGS. 2 (a) and 2 (b), the vehicle body 12A of the leading railway vehicle 11A for high-speed traveling is located on the front side of the cab and is connected to a connecting portion S11 (first connecting) supported by the biaxial carriage 18A. Part). Unlike the first embodiment, the connecting portion S11 is located at a substantially intermediate position in the front-rear direction of the vehicle body of the leading portion 13A of the vehicle body 12A. In addition, another connecting portion S2 (second connecting portion) is provided on the rear side of the cab, that is, between the head portion 13A and the general portion 14. This connection part S2 is also the same structure as the connection part S1 mentioned above. The leading portion 13A (rear portion 17A) and the general portion 14 are rotatably connected and supported by the connecting cart 31 across the portions 13A and 14. That is, the rear end portion of the leading portion 13A (rear side portion 17A) is rotatably supported by the front portion of the connecting cart 31, and the front end portion of the general portion 14 is rotatably supported by the rear portion of the connecting cart 31. The leading portion 13A and the general portion 14 are connected by an elastic sheet member (for example, a rubber sheet member) so as to be substantially flush with the outer surface thereof, and a step is also formed on the outer surface at the connecting portion S2. It is set as the structure which does not arise. The vicinity of the top of the front portion 13A is supported by a single-shaft carriage 32. The reason why the uniaxial carriage 32 is used is that the distance from the biaxial carriage 18A that supports the connecting portion S11 is short, and the load that needs to be supported is small.
[0033]
According to this configuration, the connecting portions S11 and S2 (refractive portions) can be increased without affecting the head portion 13A and the general portion 14 where the cab is located, and the refractive performance of the head vehicle is increased. This is advantageous in increasing the length of the leading portion 13A. When traveling on a curved track, as shown in FIG. 2 (c), the leading vehicle is refracted at the connecting portions S11 and S2, so the length of the leading portion 13A is increased in order to obtain the effect of reducing the micro atmospheric pressure. But you can drive without difficulty.
[0034]
In this case, as shown in FIGS. 3 (a) and 3 (b), the connecting portion S12 on the front side of the operator's cab is further connected to the intermediate portion of the front portion 16B of the vehicle body 12B (as shown in FIGS. 2 (a) to (c)). It is also possible to provide it on the front side. In this case, the distance between the front connecting portion S12 and the rear connecting portion S2 in the vehicle longitudinal direction is substantially equal to the length of the general portion 14 in the vehicle longitudinal direction. In this way, the connecting cart 18B that supports the front connecting portion S12 is closer to the tip, so that the single-shaft cart required in the case of the vehicle shown in FIGS. 2 (a) to 2 (c) is not necessary. Further, as shown in FIG. 3C, the connecting portion S <b> 21 supported by the carriage 31 </ b> A can be the rear side of the door 20.
(Third embodiment)
In the present embodiment, the connecting portion is provided only at the rear portion of the cab.
[0035]
FIG. 4A is a side view showing a train set including a railway head vehicle according to a third embodiment of the present invention, and FIG. 4B is a plan view.
[0036]
As shown in FIGS. 4 (a) and 4 (b), the connecting portion S21 is provided only at the substantially middle portion (rear side of the door 20) of the vehicle body 12C of the leading vehicle. The front portion 13C and the general portion 14 have substantially the same length in the longitudinal direction of the vehicle body, and the connecting portion S21 is located at a substantially intermediate position in the longitudinal direction of the vehicle body of the leading vehicle. As in the case described above, the connecting portion S21 includes a connecting cart 31A, and the tip portion of the leading portion 13C is supported by the biaxial cart 23.
[0037]
Therefore, in the first and second embodiments, there are four carts that support the vehicle bodies 12, 12A, 12B of the leading vehicle, but in this embodiment, there are three vehicles that support the vehicle body 12C. The trolleys 23, 31A and 25 can be used, and the structure can be simplified.
[0038]
In addition to the above, the railway leading vehicle for high speed traveling according to the present invention can also be configured as follows.
(1) In the above embodiment, only one connecting portion is provided on the front side of the cab, but the present invention is not limited thereto, and two or more connecting portions may be provided. The arrangement of the carts that support the vehicle bodies other than the articulated carts is not limited.
(2) In the above-described embodiment, the vehicle body shape of the leading portion is substantially a bullet shape in both a plan view and a side view. However, the present invention is not limited to this, and any vehicle shape for high-speed traveling may be used. Not limited.
[0039]
【The invention's effect】
The present invention is implemented as described above, and has the following effects.
[0040]
Since the present invention is configured as described above, when traveling at a low speed on an orbit having a small radius of curvature, it can be smoothly turned by refraction, while it does not refract when traveling at a high speed. Since it becomes a normal long head part, the desired micro atmospheric pressure wave reduction effect is acquired.
[0041]
Therefore,
(1) The length of the top part of the vehicle body is designed and determined based on the track with the largest curvature as before, because there is no risk that the tip of the overhang from the carriage will conflict with the vehicle limit when running on a curved track. No need to do.
(2) Securing the required length of the head portion does not affect the general portion including the cabin, so there is no need to shorten the cabin length and a large number of passengers can be secured.
[Brief description of the drawings]
FIG. 1 shows a train set including a railway head vehicle for high-speed travel according to a first embodiment of the present invention, wherein (a) is a side view and (b) is a plan view.
FIGS. 2A and 2B show a train set including a railway head vehicle for high-speed traveling according to a second embodiment of the present invention, wherein FIG. 2A is a side view, FIG. 2B is a plan view, and FIG. It is a top view which shows the running state of a track | orbit.
FIGS. 3A and 3B show a train train including a railway head vehicle (modified example) for high-speed travel according to a first embodiment of the present invention, wherein FIG. 3A is a side view, FIG. 3B is a plan view, FIG. ) Is a view similar to FIG. 3A for the modified example.
FIGS. 4A and 4B show a train set including a railway head vehicle for high-speed traveling according to a third embodiment of the present invention, wherein FIG. 4A is a side view and FIG. 4B is a plan view.
FIGS. 5A and 5B show a train train including a conventional railway head vehicle for high-speed traveling, where FIG. 5A is a side view and FIG. 5B is a plan view.
[Explanation of symbols]
11 Railway leading vehicle 12, 12A, 12B, 12C Car body 13, 13A, 13B, 13C Head portion 14 General portion 16 Front portion (head extension portion)
17 Rear part (head body part)
18, 18A, 18B articulated cart 31, 31A articulated cart S1, S11, S12, S2, S21 articulated part

Claims

A rail leading vehicle for high-speed traveling, the rear end of the head portion where the cross-sectional area changes has a vehicle body continuous with a general portion having a substantially uniform cross-sectional area,
The front portion of the vehicle body includes a front main body portion whose rear end is continuous with the front end of the general portion, and a front extension portion connected to the front end of the front main body portion so as to be refractable in the left-right direction of the vehicle body. The leading railway vehicle for high-speed driving.

The leading extension part is supported by a carriage near the tip,
The refractionably connected portion is configured such that the leading extension portion is rotatably connected to the front side of the leading body portion and is supported by the connecting cart,
The railway leading vehicle for high-speed traveling according to claim 1, wherein the leading extension portion and the leading main body portion are connected by an elastic sheet member so as to be substantially flush with the outer surfaces thereof.

The rear end of the head part including the cab where the cross-sectional area has changed is a rail leading car for high-speed running that has a substantially uniform cross-sectional area and continues to the general part including the cabin space,
The front portion of the vehicle body has a first connecting portion connected to the front portion of the cab so as to be able to bend in the left-right direction of the vehicle body, and the second connecting portion to the general portion at the rear portion of the cab. A rail leading vehicle for high-speed traveling, characterized in that it is connected in a refractable manner in the left-right direction of the vehicle body .

A rail leading vehicle for high-speed traveling, the rear end of the head portion where the cross-sectional area changes has a vehicle body continuous with a general portion having a substantially uniform cross-sectional area,
The part between the front part and the general part is connected to bendable in the left-right direction of the vehicle body , and the front part and the general part are connected by an elastic sheet member so as to be substantially flush with the outer surface thereof. A leading railway vehicle for high-speed running.

The rail leading vehicle for high-speed traveling according to claim 4, wherein the length of the front portion and the general portion in the longitudinal direction of the vehicle body is substantially equal.