JP4357522B2 - Train train for high speed running - Google Patents

Description

The present invention relates to a train set for high speed travel such as Shinkansen (registered trademark) that travels at high speed.

  In general, when a high-speed railway vehicle such as a Shinkansen enters a tunnel, the air is compressed by the leading vehicle 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 a part of it is radiated from the exit of the tunnel 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.

  Therefore, in railway vehicles that require high-speed performance, the shape of the top part of the body of the leading vehicle not only reduces so-called traveling resistance during high-speed traveling, but also the micro-pressure waves generated when entering the tunnel described above. It is required to have a shape that can reduce the above.

In recent years, several vehicle body shapes of leading vehicles that reduce such micro-pressure waves have been proposed. For example,
(1) Sharpen the leading area from the joint where it joins the trunk with a constant cross-sectional area to the forefront, and set the length of the front and rear of the cab window (canopy) protruding to the upper surface side of the leading area as the leading area The cross-sectional area of the upper shoulder connected to the projecting base of the cab window is smaller than the cross-sectional area of the adjacent shoulder adjacent to the upper shoulder, and is closer to the forefront in the head region. Proposed to construct the front car body in a structure in which the cross-sectional area including the skirt part or virtual skirt part of the area excluding the sudden change area of the cross-sectional area is reduced in proportion proportionally toward the leading edge from the joint part. (For example, refer to Patent Document 1).
(2) In a railway vehicle having a leading portion whose cross-sectional area in the longitudinal direction of the vehicle body increases from the front end of the vehicle body, the leading portion is composed of a front end region and an intermediate region, and the front end region corresponds to a cross-sectional area that is half the maximum cross-sectional area The middle region is the other end in the longitudinal direction of the vehicle body relative to the tip region, the cross-sectional area of the intermediate region changes according to a constant cross-sectional area change rate, and the cross-sectional area change rate of the tip region Is made larger than the cross-sectional area change rate of the intermediate region. In this technique, a driver's cab is disposed in the intermediate region, and the inclination angle of the front window of the driver's cab is an angle that does not hinder forward gaze, and is recessed below both side portions of the front window of the driver's cab. Some have proposed forming a part (for example, refer patent document 2).

However, all of the techniques described in the publications have problems in the following points. That is,
First, in any of the technologies, the change in the cross-sectional area of the front part gradually decreases gradually from the front end of the car body of the lead vehicle to the rear joint (joint part with the general cross-section part or the maximum cross-sectional area part). In order to increase, the curved surface shape is inclined slightly upward from the distal end to the rear, and the distal end portion is extended in a nose shape so that the inclined curved surface portion is as long as possible in the longitudinal direction of the vehicle body. For this reason, when manufacturing the actual car body shape, a complicated shape such as a concavo-convex part is formed by punching a sheet metal attached to the frame by welding etc. with a hammer etc. , It takes a lot of time, the productivity is very low, the manufacturing cost is extremely high, and the length occupied in the longitudinal direction of the vehicle body in the longitudinal direction of the vehicle body becomes long, so the passenger compartment is limited and the number of passengers is reduced .

  Secondly, in both technologies, the change in the cross-sectional area of the leading portion is linearly continuous from the front end of the vehicle body of the leading vehicle to the rear joining portion. For this reason, when the railway vehicle enters the tunnel, the pressure change at a certain position in the tunnel is gradually increased even if the pressure gradient is gentle. On the other hand, the speed of the compression wave propagating in the tunnel (close to the speed of sound) increases as the pressure rises. Therefore, if the tunnel distance increases to some extent, the compression wave is devised by devising the shape of the top of the vehicle body. Even though the pressure is dispersed, the dispersed pressure is gathered at the tunnel exit and radiated to the outside as a high-pressure pulsed pressure wave (micro-pressure wave) at a time. There is a risk of explosion sound or vibration.

Therefore, the applicant has previously proposed a vehicle body shape of a railway leading vehicle for dispersing and reducing micro-pressure waves generated by the tunnel and the vehicle when the railway vehicle enters the tunnel (for example, (See Patent Document 3). Specifically, after forming the first-stage cross-sectional area increasing area by tilting the front end of the vehicle body slightly backward and raising it upward, it extends rearward substantially horizontally while keeping the cross-sectional area substantially constant. After the installation, the second-stage cross-sectional area increasing region is formed by tilting back slightly backward and rising upward, and the (first-stage cross-sectional area) / (second-stage cross-sectional area) The area ratio is 0.6 or more, and the interval between the first and second step cross-sectional area increasing regions is 15 m or more.
JP-A-7-89439 (pages 2 to 3) JP-A-8-198105 (pages 2 to 5) JP-A-11-321640 (2nd to 4th pages, FIGS. 1 to 4)

  In general, the vehicle body of such a leading vehicle that travels at a high speed is subjected to some contrivance such as reducing the cross-sectional area at the tip portion where the cab is formed in order to reduce the micro-pressure wave. The general portion where the cabin space is formed continuously from the rear end of the head portion has a uniform cross-sectional area that is substantially the same size as the rear end of the head portion. ) Is a uniform cross-sectional area of almost the same size.

By the way, as shown in FIG. 8, the vehicle body of the railway head vehicle has a pressure gradient index (pressure gradient dp / dt and reference) that serves as a guideline for the magnitude of the micro-pressure wave as the cross-sectional area ratio is smaller with respect to the general portion. It is confirmed that the pressure gradient dp ₀ / dt ₀ becomes smaller.

  Therefore, in such a general part, even if a step portion is provided in order to increase the cabin space and the cross-sectional area is increased, the step portion (cross-sectional area changing portion) is provided in the front portion (portion continuing to the head portion). In some cases, it may have an effect on the effect of reducing micro pressure waves, but if it is installed in the rear part, the height of the rear part and the vehicle body width are based on the idea that there will be no significant effect. When the numerical simulation analysis of micro atmospheric pressure waves was performed with the value of about 20% larger than those of the front part, (i) the degree of change in the pressure gradient index at the top part is the height of the rear part of the general part And (ii) the peak value of the pressure gradient index in the general part due to the increase in the height of the rear part of the general part and the vehicle body width at the leading part. Exceeds the peak value of the pressure gradient index It was found that there is no such thing (see FIG. 9A). That is, in the general part, even if the height of the rear part and the vehicle body width are made larger than those of the front part, it is considered that the influence on the micro-pressure wave is not great.

  This point will be described in more detail. The result of the case where the height of the rear portion of the general portion and the vehicle body width are not increased is shown by a solid line in FIG. 9A, while the height of the rear portion of the general portion. FIG. 9A shows the results when the vehicle body width is increased (when the rear portion is 1.2 times the cross-sectional area with respect to the front portion of the general portion). When the cross-sectional area of the rear portion is made larger than that of the front portion in the general portion, a new peak value of the pressure gradient index is generated with respect to the cross-sectional area change portion (step portion) of the general portion. The peak value is about 60% of the peak value (maximum value) at the beginning, and it was confirmed that it does not exceed it (the peak value of this pressure gradient index is considered to determine the maximum value of the micro pressure wave) ). In FIG. 9A, the length of the head portion is Ltop, and the length from the head to the rear portion of the general portion and the portion where the vehicle body width is increased is Lnon roof (see FIG. 9B). , Lnon roof / Ltop = 1.1, 1.6, 2.2 The results of analysis are shown, but the peak value in any case does not exceed the peak value (maximum value) of the head portion. It was.

  That is, even if the height of the rear portion and the vehicle body width are increased in the general portion, there is almost no influence on the micro-pressure wave, and the position of the increased portion (step portion) is not considered to be a problem. Since the position of the stepped portion does not matter so much, it is considered that the same effect can be obtained even if the height or the vehicle body width of the subsequent vehicle following the leading vehicle is increased.

  Therefore, the inventors increase the cross-sectional area of the portion where the cabin space is formed by increasing the vehicle body height or vehicle body width in the rear portion of the general portion of the leading vehicle and the following vehicle following the leading vehicle. Even if it does, it is possible to achieve both the effect of reducing the micro-pressure wave and the securing of the room space with a margin based on the idea that the room space can be secured without impairing the effect of reducing the micro-pressure wave. The present invention has been developed.

  The present invention provides a vehicle body of a railway head vehicle that can secure a passenger room space without impairing the effect of reducing micro pressure waves.

In a train for high-speed traveling that is formed by connecting a plurality of vehicles, the leading vehicle includes a leading vehicle in which a general portion in which a cabin space is formed is arranged behind a leading portion in which a driver's cab is formed. A general portion of the front portion that is continuous with the rear end of the head portion and has a substantially uniform cross-sectional area, and a vehicle body height or vehicle body width that is larger than the front portion and substantially the same as that of the following vehicle. If it has the rear side part which becomes , the passenger room space which has a margin in the height direction or the width direction is ensured in the rear side part . In addition, the front part has a rear part that has a vehicle body height or a body width larger than the front part and substantially the same vehicle height or body width as that of the following vehicle. This means that the front part of the head part reduces micro-pressure waves. There is no loss of effectiveness. Therefore, a room space with a margin can be secured without impairing the effect of reducing the micro-pressure wave, and both the reduction of the micro-pressure wave and the room space with a margin can be achieved. Here, the amount of change between the vehicle body height and the vehicle body width (the amount protruding to the upper side of the vehicle body or the left and right sides of the vehicle body) at the stepped portion (section area changing portion) does not have to be equal. It can be made smaller than the amount of change in width.

  In addition, if the vehicle body width gradually increases linearly (proportionalally) from the vehicle head to the general part in the vehicle longitudinal direction, the top portion is not only in the vehicle body height direction but also in the vehicle body width direction. However, it is possible to reduce the cross-sectional area ratio of the head portion with respect to the general portion by adjusting the dimensions, which is more advantageous in reducing the micro-pressure wave.

  In other words, if the dimensions are not changed in the vehicle body width direction, it is necessary to adjust only the dimensions in the height direction of the vehicle body in order to reduce the cross-sectional area ratio of the leading portion relative to the general portion. On the other hand, in the vehicle body width direction, when the dimensions are changed so as to gradually increase linearly from the vehicle head (vehicle front end) toward the general part, the vehicle body width decreases toward the front end side. Combined with the adjustment of the dimension in the height direction, it becomes much easier to reduce the cross-sectional area ratio of the leading portion relative to the general portion.

Further, the above-described stepped portion (the portion where the vehicle body height or the vehicle body width becomes large) does not need to be provided in the leading vehicle, and may be provided in a vehicle following the vehicle, so that the invention of claim 1 has been made.

That is, the invention according to claim 1 is the train set for high-speed traveling that is formed by connecting a plurality of vehicles. The cross-sectional area increase rate of the front cross-sectional area increase region of the front portion is the rear cross-sectional area increase region. The cross-sectional area increase area is larger than the cross-sectional area increase ratio, and the intermediate cross-sectional area increase area corresponds to the cab, and the cross-sectional area increase ratio is smaller than that of the front and rear cross-sectional area increase areas. A leading vehicle having a rate greater than the rate of increase in cross-sectional area in the latter half of the vehicle, and any one of the following vehicles following the leading vehicle is substantially uniform with the rear cross-sectional area of the vehicle located in front of the leading vehicle. After securing a cabin space with a front section having a cross-sectional area and a vehicle body height or width that is larger than the front section and having a vehicle body height or width that is substantially the same as the cross-sectional area of the front end of the vehicle located on the rear side and a side portion via a step portion And wherein the door.

  The present invention is implemented as described above, and has the following effects.

According to the first aspect of the present invention, any one of the following vehicles following the leading vehicle having a micro-pressure wave reducing effect due to a change in the cross-sectional area in the longitudinal direction of the vehicle body has a rear cross-sectional area of the vehicle located in front of the vehicle. The front portion having a substantially uniform cross-sectional area, and the passenger compartment having a margin in the vehicle body height or the vehicle body width substantially the same as the cross-sectional area of the front end of the vehicle having a vehicle body height or vehicle body width larger than the front portion and positioned on the rear side. since so as to have via a stepped portion and a rear portion for securing the space, without impairing the effect of reducing the fine gas pressure wave, the room space can afford the rear portion can be secured. Therefore, it is possible to achieve both reduction of the micro-pressure wave and securing of the cabin space.

  Embodiments of the present invention will be described below with reference to the drawings.

  FIG. 1 is a side view showing a leading vehicle of a train set for high-speed traveling which is a premise of the present invention, and FIG. 2 is a plan view thereof.

  As shown in FIGS. 1 and 2, the vehicle body 1 of the leading vehicle is configured such that a general portion Z2 in which the passenger compartment space is formed is continuous with the rear side of the leading portion Z1 in which the cab is formed. The top portion Z1 has three cross-sectional area increasing regions (in which the cross-sectional area of the vehicle body 1 changes from the top side toward the rear side of the vehicle body 1 as the vehicle body height and the vehicle body width change). That is, front, middle and rear cross-sectional area increasing regions Z11, Z12, Z13) are provided, and the cross-sectional area is changed in three steps in the front-rear direction. The general portion Z2 is continuous with the rear end of the leading portion Z1 and has a substantially uniform cross-sectional area. The front portion Z21 has a vehicle body height and a vehicle body width larger than the front portion Z21, and the following vehicle (not shown). And a rear portion Z22 having substantially the same vehicle body height and vehicle body width. The rear portion Z22 has substantially the same cross-sectional area as the following vehicle, and the cabin space is larger than the front portion Z21.

  A driver's cab windshield 21 is disposed corresponding to an intermediate sectional area increasing region Z12 having a moderate sectional area change rate following the sectional area increasing region Z11 on the front side of the head portion Z1, and this cab windshield 21 is connected to the driver's cab. The upper side of the driver's seat 28 is covered. The driver's seat 28 is disposed slightly to the left of the vehicle center.

  Front and rear lateral passages 22 and 23 extending in the left-right direction of the vehicle are formed from the rear sectional area increasing region Z13 in the leading portion Z1 to the front portion Z21 in the general portion Z2. Both lateral passages 22, 23 are connected by a longitudinal passage 24 extending in the vehicle front-rear direction on one side in the vehicle left-right direction. Entrance doors 25 and 26 are disposed on the left and right sides of the front and rear side passages 22 and 23 so as to be openable and closable.

  Although not specifically shown, various devices are arranged on both the left and right side portions of the vertical passage 24 and the front portion of the rear side passage 23 in accordance with the heights of those portions to reduce micro pressure waves. The shape of the vehicle body 1 (the shape of the vehicle body 1) allows the layout of various devices to be realized without difficulty despite the change in the cross-sectional area, and allows the driver to get on and off smoothly. That is, the lateral passage 22 is provided on the rear side of the cab, the entrance doors 25 are provided on both the left and right sides thereof, and various devices are arranged on the further rear side thereof. It is possible to get on and off without passing through the part where various devices are arranged.

  The front part of the vehicle body of the conventional front vehicle is substantially bullet-shaped in plan view (see the broken lines in FIGS. 1 and 2), but the front part Z1 of the vehicle body 1 in this example has a vehicle body width in the vehicle longitudinal direction in plan view. In FIG. 1, the shape gradually increases linearly from the top toward the general portion Z2 (see solid lines in FIGS. 1 and 2).

  Thus, the front end portion Z1 of the vehicle body 1 has a cross-sectional area that changes along the longitudinal direction of the vehicle body, but the cross-sectional area increase rate of the front cross-sectional area increase region Z11 is the same as that of the rear cross-sectional area increase region Z13. The intermediate cross-sectional area increase region Z12 is larger than the cross-sectional area increase rate, and corresponds to the cab, and the cross-sectional area increase rate is smaller than that of the front and rear cross-sectional area increase regions Z11 and Z13. The cross-sectional area increase rate is larger than that in the latter half. As a result, the cross-sectional area distribution has an effect of reducing micro-pressure waves.

  In order to satisfy such a cross-sectional area distribution, the vehicle body 1 changes in the vehicle body height and the vehicle body width in the vehicle body height direction and the vehicle body width direction. And, from the front side cross-sectional area increasing region Z11 to the vicinity of the middle part of the intermediate cross-sectional area increasing region Z12, there is a width substantially corresponding to the width of the driver's cab at the center in the vehicle body width direction, and the height gradually increases. Projections that increase the cross-sectional area are formed. This protrusion swells upward and in the left-right direction in the rear cross-sectional area increasing region Z13 from the vicinity of the middle portion of the intermediate cross-sectional area increasing region Z12, so that the cross-sectional area further increases, and the general portion Z2 (front side portion Z21 ) To be equal to the vehicle body height and vehicle body width.

  The shape of the vehicle body 1 described above (hereinafter referred to as the vehicle body shape of the present invention) is not a trial and error method related to shape design that has been used so far, but is a computational fluid analysis (CFD analysis) and an optimization design method (genetic algorithm). ), A design technique that numerically obtains the optimum head portion (optimal cross-sectional area distribution) in which the micro-pressure wave is reduced, and is modified.

  Further, as described above, when a simulation analysis is performed on the influence of the micro-pressure wave at the head portion of the vehicle body of the present invention having the three cross-sectional area increasing regions Z11, Z12, and Z13, as shown in FIG. In the case of the front portion of the conventional vehicle body (see the broken line in FIG. 3), the peak value of the pressure gradient index, which is a measure of the influence of the micro-pressure wave, is considerably large by one, whereas the front portion of the vehicle body of the present invention In this case (see solid line 3), it was confirmed that the peak value of the pressure gradient index decreased with three, and the magnitude of the micro-pressure wave itself was significantly reduced. When the peak values (maximum values) are compared, it is confirmed that the head portion of the present invention is reduced by about 28% compared to the conventional head portion.

  In order to confirm this experimentally, a tunnel driving test was conducted. The test apparatus is configured as shown in FIG. That is, a conical vehicle model 61 (scale model) having a cross-sectional area distribution corresponding to the head portion described above is driven into a cylindrical pipe 63 simulating a tunnel at a vehicle speed by using a launching device 62 and evaluated. The pressure value at a point (not shown) is measured, and the pressure gradient (dp / dt) is measured. Reference numeral 64 denotes a braking device.

  As is clear from FIGS. 5 (a) and 5 (b) showing the test results, the leading portion of the present invention (see FIG. 5 (b)) is compared with the conventional leading portion (see FIG. 5 (a)). It is confirmed that the pressure gradient index is superior in reducing performance. In addition, the test results are more specifically reduced by about 28% in the head portion of the present invention compared to the conventional head portion, and are consistent with the results of the simulation analysis.

  As described above, the general portion Z2 is configured such that the front side portion Z21 and the rear side portion Z22 have different vehicle body heights and vehicle body widths, and a step portion 1a (inclined step portion) between the portions Z21 and Z22. Is formed. Thus, although the step part 1a is formed in the site | part near the rear end of the general part Z2, forming the step part 1a does not impair the effect of reducing the micro-pressure wave (FIG. 9A). b)). In this way, there is a margin in the vehicle body height direction (vehicle body vertical direction) and vehicle body width direction in the rear portion Z22 (general portion Z2) of the leading vehicle for high-speed traveling without impairing the effect of reducing the micro-pressure waves. There is a room space available. In this cabin space, left and right seats 27L, 27R are arranged in the front-rear direction at regular intervals from the front side.

  Here, in this example, the front portion Z21 has a vehicle body height of 3500 mm and a vehicle body width of 3360 mm, the rear portion Z22 has a vehicle body height of 3600 mm and a vehicle body width of 3380 mm, and the step portion 1a is about 90% of the total length of the vehicle. It is provided in the back part from the head by the length of. Here, it can be seen from FIG. 9A that the position where the stepped portion 1a is provided is a portion of the general portion Z2, and does not impair the effect of reducing the micro-pressure wave due to the change in the cross-sectional area of the leading portion Z1. .

  In the above, a step portion is formed at the rear portion of the leading vehicle, but the same effect can be obtained by forming a step portion in any of the vehicles following the leading vehicle. It is done. For example, FIG. 7A shows an example in which the stepped portion 32 a is formed in the second vehicle 32 following the leading vehicle 31.

Further, even if any of the vehicles following the leading vehicle is formed with a step at the leading portion, the same effect can be obtained. For example, FIG. 7B shows an example in which the stepped portion 42 a is formed at the leading portion of the second vehicle 42 following the leading vehicle 41.

  In these cases, it is desirable to arrange them symmetrically in the longitudinal direction of the train train.

In addition to the above, the vehicle body of the leading railway vehicle according to the present invention can be configured as follows.
(1) In the embodiment described above, the rear portion Z22 has a vehicle body height and a vehicle body width that are larger than those of the front portion Z21, and is substantially the same as the vehicle body height and vehicle body width of the following vehicle (not shown). However, it is not necessary for both the vehicle body height and the vehicle body width to be the same, and only one of them can be made larger than the front portion and the same as the following vehicle.
(2) In the above-described test (see FIGS. 4 and 5), the case where the cross-sectional area is increased by 1.2 times is described, but the present invention is not limited to this, and the cross-sectional area is increased by about twice. It is also possible.
(3) In the above-described embodiment, the three cross-sectional area increasing regions (that is, the front, middle, and rear cross-sectional area increasing regions Z11, Z) that change in the direction in which the cross-sectional area of the vehicle body increases from the front side toward the rear side. Z12, Z13) are provided and applied to the leading portion where the cross-sectional area is changed in three steps in the front-rear direction. However, the present invention is not limited to this, and the front portion of the leading portion is It can also be applied to the conventional vehicle body shape (see the broken lines in FIGS. 1 and 2), which is almost bullet-shaped in plan view. It can also be applied to. In addition, for a leading vehicle having a conventional leading portion in which the front portion of the leading portion is substantially bullet-shaped in plan view (see the broken lines in FIGS. 1 and 2), the step portion of the general portion has an effect on the pressure gradient index. It has been confirmed that this is not given (see FIG. 6).
(4) In the above-described embodiment, only one step portion 1a (a cross-sectional area changing portion in which the vehicle body height or the vehicle body width is increased) is provided. It is.
(5) The arrangement of the various devices in the above-described embodiment is merely an example, and the space formed between both sides of the vertical passage and between the horizontal passages is the height of the portion (passage). Depending on the situation, various devices can be freely arranged.

It is a side view which shows the head vehicle of the train train for high-speed traveling which is an example of embodiment which concerns on this invention. It is the same top view. It is a figure which shows the pressure gradient index | exponent used as the guideline of a micro atmospheric pressure wave. It is explanatory drawing of a test apparatus. FIG. 5 (a) shows the test results for the conventional car body head shape, and FIG. 5 (b) shows the test results for the car body head shape according to the present invention. is there. It is a figure which shows the relationship between the position of the step part in a head part, and a pressure gradient index | exponent. FIGS. 7 (a) and 7 (b) are diagrams showing trains for high-speed traveling, respectively, according to modified examples. It is a figure which shows the influence which the step part of a general part has on a pressure gradient index | exponent. It is a figure which shows the relationship between the position of the step part in a head part, and a pressure gradient index | exponent.

Explanation of symbols

Z1 First part Z2 General part Z21 Front part Z22 Rear part 1 Car body 1a Step part 21 Driver's cab windshield 28 Driver's seat 32a Step part 42a Step part

Claims (1)

In a train set for high-speed traveling that is formed by connecting a plurality of vehicles,
The cross-sectional area increase rate of the front side cross-sectional area increase region of the leading portion is larger than the cross-sectional area increase rate of the rear side cross-sectional area increase region, the intermediate cross-sectional area increase region is a portion corresponding to the cab, It has a leading vehicle in which the cross-sectional area increase rate is smaller than the front and rear cross-sectional area increase regions, and the cross-sectional area increase rate of the first half part is larger than the cross-sectional area increase rate of the second half part
Any one of the following vehicles following the leading vehicle has a front side portion having a substantially uniform cross-sectional area and a rear cross-sectional area of the vehicle located on the front side thereof, and a vehicle body height or a vehicle body width from the front side portion. It has a rear portion that secures a cabin space with a vehicle body height or a vehicle body width substantially the same as the cross-sectional area of the front end of the vehicle located on the rear side, and has a rear portion through a step portion. Train train.

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