JP4387527B2 - Railway vehicle - Google Patents

Description

【００４３】
表１に示す結果からわかるように、４種類の比較例の中では、通勤通学用車両の座席配置として最も広く適用されているＡＬ４がモデルＡ，Ｂ何れの場合においても、圧力損失係数、すなわち、乗降抵抗係数が小さい値となっている。従って、この結果から、乗客の降車行動を流体力学的に近似する上述した手法が極めて実情に沿う有効なものであることがわかる。
【００４４】
また、これを踏まえて、更に解析結果を検討すれば、車両の長手方向における袖部の寸法が他と比較して大きい座席配置ＡＣ４は、モデルＡ，Ｂ何れの場合においても、圧力損失係数、すなわち、乗降抵抗係数が大きい値となっている。この結果から、車両の長手方向における袖部の寸法を過剰に大きくすることは、乗降性を阻害する要因となることがわかる。一方、座席配置ＡＢ４の車両の長手方向における袖部の寸法は、座席配置ＡＬ４のものとほぼ同等であるが、この場合、長さＬが座席配置ＡＬ４と比べて大きいことから、圧力損失係数、すなわち、乗降抵抗係数が増大していることがわかる。
【００４５】
このような研究結果のもと、本発明者らは、鉄道車両１０において、一の乗降扉１１ａ〜１２ｄの両脇に、それぞれの背部１８が互いに対向し合う状態で１体ずつ横形腰掛１７を配置し、各横形腰掛１７の背部１８に、有効通行領域として機能しない袖部２１と連なり、かつ、中央通路ＣＰ側に向かうにつれて互いに離間する状態で対向し合うテーパ部１８ａを形成することとした。すなわち、鉄道車両１０では、車両長手方向における袖部の寸法を抑えると共に、横形腰掛の幅Ｌが大きいことに起因する乗降抵抗係数の増大を抑えるべく、テーパ部１８ａを形成している。
【００４６】
表１に示すように、この鉄道車両１０の乗降抵抗係数は、通勤通学用車両の座席配置として最も広く適用されているＡＬ４と等しくなり、この点から、鉄道車両１０では、乗降扉１１ａ〜１２ｄ付近の乗降通路ＶＰに対する中央通路ＣＰからのアクセスが容易となり、乗降扉１１ａ〜１２ｄ付近における降車速度が向上すると考えられる。この場合、図３からわかるように、テーパ部１８ａの狭まり角αを４０°近傍に設定すれば、乗降抵抗係数を最小とすることができるが、これに限られるものではなく、狭まり角αが、３０°≦α≦５０°を満たす範囲であれば、実用上、極めて良好な結果が得られる。
【００４７】
すなわち、上述した構成のもとでは、乗降扉１１ａ〜１２ｄの幅Ｄ₀を等価内径ｄと、背部１８の幅Ｌを管路長ｌと、両テーパ部１８ａによって規定される狭まり角αを細まり管の狭まり角θとしてみなせば、乗降通路ＶＰにおける乗降抵抗係数は、乗降扉１１ａ〜１２ｄの幅Ｄ₀及び背部１８の幅Ｌから、両テーパ部１８ａによって規定される狭まり角αを変数とする特性曲線として表すことができる。従って、各種鉄道車両において、乗降抵抗係数を最小にする狭まり角を規定するように、テーパ部を各横形腰掛の背部に形成すれば、乗降扉付近の乗降通路に対する中央通路からのアクセスを容易にして乗降扉付近における降車速度を向上させることができる。
【００４８】
なお、上述した鉄道車両１０では、横形腰掛１７の背部１８に平坦な斜面からなるテーパ部１８ａを形成しているが、これに限られるものではない。すなわち、図Ｘに示すように、テーパ部１８ａを曲面上の斜面として形成してもよい。
【００４９】
また、一方の妻１３と図中最も左側に位置する乗降扉１１ａ，１２ａとの間、並びに、他方の妻１４と図中最も右側に位置する乗降扉１１ｄ，１２ｄとの間に配置する腰掛は、３人掛けの縦形腰掛１５，１６に限られるものではない。すなわち、妻１３と乗降扉１１ａ，１２ａとの間、妻１４と乗降扉１１ｄ，１２ｄとの間には、背部１８にテーパ部１８ａを含む第１横形腰掛１７と第２横形腰掛１９とから構成される対面式座席２０を配置してもよい。これにより、鉄道車両１０の座席定員数をより増大化させることができる。
【００５０】
【発明の効果】
本発明による鉄道車両は、以上説明したように構成されているため、次のような効果を得る。すなわち、鉄道車両の乗降扉近傍に、背部を当該乗降扉側に向けた状態の横形腰掛を配置すると共に、横形腰掛の背部に、乗降扉から中央通路側に向かうにつれて有効通行面積が拡大されるように形成されたテーパ部を設けることにより、混雑時における乗降性、とりわけ乗客が降車する際の降車容易性を向上させることが可能となる。
【図面の簡単な説明】
【図１】図１は、本発明による鉄道車両を示す座席平面図である。
【図２】図２は、図１に示す鉄道車両の要部拡大図である。
【図３】図３は、細まり管の狭まり角と圧力損失係数との関係を示す図表である。
【図４】図４（ａ）、図４（ｂ）、図４（ｃ）、及び、図４（ｄ）は、本発明に関わる研究に際して、比較例として取り上げた座席配置を示す座席平面図である。
【図５】テーパ部の他の態様を示す拡大平面図である。
【符号の説明】
１０…鉄道車両、１１…第１側面、１２…第２側面、１１ａ，１１ｂ，１１ｃ，１１ｄ，１２ａ，１２ｂ，１２ｃ，１２ｄ…乗降扉、１３，１４…妻、１７…第１横形腰掛、１８…背部、１８ａ…テーパ部、１９…第２横形腰掛、２０…対面式座席、２１…袖部、ＣＰ 中央通路、Ｓ１，Ｓ２，Ｓ３，Ｓ４…座部、ＶＰ…乗降通路。[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a railway vehicle, and more particularly, to a railway vehicle used for commuting transportation.
[0002]
[Prior art]
In Japan, especially in metropolitan areas, railways play an extremely important role as a foot for commuting to and from the commuter school. It is required to be. However, although it is ideal to operate with all passengers seated, in the morning and evening rush hours, train cars carrying passengers far exceeding the seat capacity are operated. The current situation is unavoidable. In this case, there is a limit to increasing the seat capacity of railway vehicles due to problems in facilities and costs, and in order to eliminate congestion and improve comfort as much as possible, the train rating speed and There is a need to increase driving frequency.
[0003]
[Problems to be solved by the invention]
However, during morning and evening rush hours, the train stops at a main station on the way from the departure station to the end station, and a relatively large number of passengers get on and off at each of the main stations on the way. Therefore, it is difficult to increase the train evaluation speed and the operation frequency unless the time required for getting on and off, in particular, the getting-off time is shortened and the stopping time at the main station on the way is minimized. In this respect, it is extremely important to improve the ease of getting on and off the railway vehicle, in particular the ease of getting off.
[0004]
The present invention has been made in view of such circumstances, and an object of the present invention is to provide a railway vehicle that has improved boarding / exiting ability at the time of congestion, in particular, ease of getting off when a passenger gets off.
[0005]
[Means for Solving the Problems]
The railway vehicle according to the first aspect of the present invention is a railway vehicle including a horizontal seat disposed in the vicinity of the passenger door in a state where the back portion is directed toward the passenger door. The taper part formed so that an effective traffic area may be expanded as it goes to the center channel | path side from a door is characterized by the above-mentioned.
[0006]
The inventors of the present invention have made extensive studies with a focus on improving the ease of getting on and off the railway vehicle, in particular, ease of getting off from the viewpoint of increasing the rated speed and driving frequency of the train. As a result, when getting in and out of a vehicle exceeds a certain degree of congestion (passenger density), the getting-off time, which determines the ease of getting off, no longer depends on the number of passenger doors and the arrangement of seats. The knowledge that it depends on the moving speed of the passenger in the vicinity of the door was obtained. Further research was conducted on how to increase the speed of passenger movement near the passenger door. In this research, consideration was given to avoiding a drop in the comfort of railway vehicles due to a reduction in seat capacity.
[0007]
The railway vehicle according to the present invention made through such research has a horizontal stool arranged in the vicinity of the passenger door, and in addition to the horizontal stool, the seat capacity can be increased by appropriately combining the horizontal stool and the vertical stool. It becomes possible to secure a larger number than conventional all-long seat vehicles. In addition, the horizontal seat is arranged with the back portion facing the entrance door, and the back portion includes a tapered portion formed so that the effective traffic area is enlarged from the entrance door toward the central passage side. It is.
[0008]
The tapered portion is formed as a flat or curved slope by, for example, notching a portion on the central passage side of the back portion or gradually decreasing the thickness of the back portion on the central passage side. This facilitates access from the central passage to the entrance / exit passage near the entrance / exit door, and can improve the getting-off speed in the vicinity of the entrance / exit door, which is a factor that determines the ease of getting off. As a result, if this railway vehicle is applied for commuting to and from school, the rated speed and driving frequency of the train can be easily increased.
[0009]
In addition, one horizontal stool is placed on each side of the passenger door, and the passenger passage defined between the horizontal passengers is regarded as a narrow pipe that narrows from the central passage toward the passenger door. In addition, on the assumption that the pressure loss coefficient of the narrowed pipe corresponds to the entrance / exit resistance coefficient of the entrance / exit passage, the tapered portion is formed on the back so as to define the narrowing angle of the entrance / exit passage that minimizes the entrance / exit resistance coefficient. It is preferable.
[0010]
As described above, when the passenger density is increased due to congestion in the vehicle, the passengers in the vehicle are forced to get off following the passengers ahead, regardless of their will, the present inventors, In the process of researching how to increase passenger movement speed in the vicinity of the passenger door, the passenger's getting-off behavior, that is, the flow of passengers from the central passage to the passenger door is from the inside of the chamber (central passage). It has been found that the movement of fluid flowing out through a pipeline (entrance / exit passage) can be replaced.
[0011]
It is assumed that the entrance / exit passage between the central passage and the entrance / exit door is a narrow pipe that narrows from the central passage toward the entrance / exit door, and that the pressure loss coefficient of the narrow pipe corresponds to the entrance / exit resistance coefficient of the entrance / exit passage. Then, the conventional seat arrangement was examined. At this time, considering the fact that there is a sleeve part on the side of the entrance door, the narrow part whose inner diameter is abruptly narrowed is considered, and the sleeve part usually functions as a space where passengers can stand. Based on this, a narrowed tube with a narrowed inner diameter was studied.
[0012]
As a result, a horizontal stool is placed on each side of one passenger door with the backs facing each other, and the back of each horizontal stool is connected to a sleeve that does not function as an effective traffic area, and It has been found that if taper portions that face each other in a state of being separated from each other toward the central passage side are formed, extremely good results can be obtained in terms of a boarding resistance coefficient.
[0013]
Under such a configuration, the entrance / exit passage defined between the horizontal seats gradually narrows from the central passage toward the entrance / exit door, and the interior (central passage) communicates with the outside (platform). It can be regarded as a narrow pipe. From the hydrodynamic point of view, the pressure loss coefficient ζ of the narrowed tube whose inner diameter is gradually narrowed is expressed as follows. The equivalent inner diameter of the narrowed tube is d, the pipe length is l, and the narrowing angle of the narrowed tube is θ. In this case, for each value of 1 / d, it can be easily obtained from a characteristic curve with the narrowing angle θ as a variable.
[0014]
When the passenger flow is a fluid and the entrance / exit passage is considered to be a narrow pipe, the width of the entrance / exit door is the equivalent inner diameter d, the width of the back portion is the pipe length l, and the narrowing is defined by both tapered portions. The angle can be regarded as the narrowing angle θ of the tube. Thereby, the boarding / alighting resistance coefficient in the boarding / alighting passage can be expressed as a characteristic curve using the narrowing angle of both tapered portions as a variable from the width of the passenger door and the width of the back part. Therefore, if the tapered portion is formed on the back of each horizontal seat so as to define the narrowing angle that minimizes the entrance / exit resistance coefficient, the access from the central passage to the entrance passage near the entrance door is facilitated, and in the vicinity of the entrance door. Alighting speed can be improved.
[0015]
In this case, it is preferable that the narrowing angle α satisfies 30 ° ≦ α ≦ 50 °, whereby extremely good results are obtained in practical use.
[0016]
Further, the seat further includes a second horizontal seat that is arranged in front of the horizontal seat and forms a face-to-face seat together with the horizontal seat, and is located on the central passage side among seats included in the second horizontal seat. The seating area is preferably narrower than the seat located on the window side.
[0017]
When a taper portion is formed on the back center passage side of the horizontal stool disposed in the vicinity of the passenger door, the seat portion on the central passage side of the horizontal stool has a taper portion on the back, so the back cushion As a result, the comfort at the time of sitting is slightly lowered as compared with the window side seat. In view of this point, in this railway vehicle, the seat located on the central passage side of the second horizontal stool that constitutes the facing seat together with the horizontal stool, that is, the seating area of the seat facing the taper portion, for example, The front edge of the seat is narrowed by notching it toward the central passage. As a result, even in the seat portion on the central passage side included in the second horizontal seat, the seating comfort is slightly reduced due to the narrowed seating area.
[0018]
Here, with respect to the conventional face-to-face seat, the passenger is generally seated in the order of either one of the window side seat portion and the central passage side seat portion located diagonally opposite the seat portion. . In this case, since a so-called blocking phenomenon occurs in which a passenger seated in the aisle seat blocks the access to the window seat where the seat is vacant, a conventional face-to-face seat has ease of seating. The problem of being low was pointed out.
[0019]
On the other hand, in the face-to-face seat to be included in this railway vehicle, the comfort when the seat portion on the central passage side is seated is lower than that on the seat portion on the window side. Therefore, for a face-to-face seat composed of a horizontal seat and a second horizontal seat arranged in the vicinity of the passenger door, the passenger will first sit on the seat on the window side. The passengers who have boarded later can easily access the seat on the central passage side. As a result, the occurrence of a so-called blocking phenomenon is prevented, so that the riding performance, that is, the ease of seating can be further improved.
[0020]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, preferred embodiments of a railway vehicle according to the present invention will be described in detail with reference to the drawings.
[0021]
FIG. 1 is a seat plan view showing a railway vehicle according to the present invention. The railway vehicle 10 shown in the figure is configured as a one-side four-door car having a total length of 20 m, and is suitable for operation as a commuting train. That is, the first side surface 11 of the railway vehicle 10 is provided with double-opening entrance doors 11 a, 11 b, 11 c, and 11 d at four locations, and the second side surface 12 is provided on the first side surface 11. The entrance doors 12a, 12b, 12c, and 12d are provided at four locations so as to face the entrance doors 11a to 11d.
[0022]
As shown in FIG. 1, between one wife 13 of the railway vehicle 10 and the entrance doors 11a and 12a located on the leftmost side in the figure, three people follow the first side face 11 or the second side face 12. The vertical seats 15 and 16 for the hanging are arranged. Similarly, three-seat vertical seats 15 and 16 are also provided between the other wife 14 and the entrance doors 11d and 12d located on the rightmost side in the drawing so as to follow the first side surface 11 or the second side surface 12. Has been placed. The vertical stool 15 on the first side surface 11 side and the vertical stool 16 on the first side surface 12 side face each other across the central passage CP. Here, the seat arrangement of the railway vehicle 10 is bilaterally symmetric with respect to the central passage CP. Therefore, in the following description, the description will be made mainly on the first side surface 11 side.
[0023]
On the first side surface 11 side, a two-seat first horizontal seat 17 is disposed in the vicinity (right side in the figure) of the passenger door 11a. The first horizontal seat 17 is disposed along the first side surface 11 with a predetermined distance (for example, about 220 mm) from the side edge of the passenger door 11a with the back 18 facing the passenger door 11a. ing. Thereby, between the passenger door 11a and the back part 18 of the 1st horizontal seat 17, the sleeve part 21 which functions as a space where a passenger stands is defined.
[0024]
Further, on the front surface of the first horizontal stool 17, a second horizontal stool 19 for two persons is arranged along the first side surface 11 at a predetermined distance. The second horizontal stool 19 and the opposing first horizontal stool 17 constitute a four-seat facing seat 20. Two sets of the face-to-face seats 20 configured as described above are arranged between the passenger door 11a and the passenger door 11b on the first side surface 11 side. In this case, the second horizontal seats 19 constituting each facing seat 20 are arranged back to back. And the sleeve part 21 which functions as a space where a passenger stands is defined also between the 1st horizontal seat 17 located in the vicinity of the passenger door 11b, and the side edge part of the passenger door 11b.
[0025]
Similarly, between the entrance door 11b on the first side surface 11 side and the entrance door 11c, between the entrance door 11c and the entrance door 11d, and between the entrance door 12a and the entrance door 12b on the second side surface 12 side, Two sets of face-to-face seats 20 are arranged between the passenger door 12b and the passenger door 12c and between the passenger door 12c and the passenger door 12d. Thus, the seat capacity of the railcar 10 in which the horizontal seats 17 and 19 and the vertical seats 15 and 16 are arranged in combination is 60 people, and the all-long seat one side 4 most widely applied as a commuting school vehicle. A seat capacity larger than 54 people of door cars will be secured.
[0026]
In the railway vehicle 10 having such a seat arrangement, the entrance doors 11b and 11c located near the center of the first side surface 11 and the entrance doors 12b and 12c located near the center of the first side surface 12 are located on both sides. Each of the first horizontal seats 17 is positioned with the back portions 18 facing each other through the sleeve portions 21. Accordingly, an entrance / exit passage VP connecting the central passage CP and the entrance doors 11a to 12d is defined between the back portions 18 of the first horizontal seats 17. Further, in this railway vehicle 10, a taper portion 18 a is included in the back portion 18 of each first horizontal seat 17.
[0027]
As illustrated in FIG. 2, when the entrance door 11 b on the first side surface 11 side is taken as an example, the tapered portion 18 a included in the back portion 18 is located behind the seat portion S <b> 2 located on the central passage CP side of the horizontal seat 17. It can be easily formed by notching a portion of the back portion 18 on the central passage CP side or by gradually reducing the thickness of the back portion 18 on the central passage CP side.
[0028]
The taper portions 18 of the first horizontal seats 17 face each other and are separated from each other with a narrowing angle α as they go from the passenger door 11b toward the central passage CP. Accordingly, when viewed from the entrance / exit door 11b side, the effective traffic area of the entrance / exit passage VP through which passengers pass increases as it goes toward the central passage CP. Here, the narrowing angle α refers to an angle formed by planes that are in contact with the respective tapered portions 18 and that pass through the side edge portions of the entrance doors on the near side.
[0029]
In this way, if the back portion 18 of the horizontal seat 17 is provided with the tapered portion 18a, the access from the central passage CP to the entrance / exit passage VP near the entrance / exit door 11b (11a and 11c to 12d) is facilitated, and the ease of dismounting is improved. The getting-off speed in the vicinity of the passenger doors 11a to 12d, which is a determining factor, can be improved. As a result, if this railway vehicle 10 is applied for commuting to / from school, it is possible to easily increase the rating speed and driving frequency of the train.
[0030]
On the other hand, the railway vehicle 10 includes a plurality of facing seats 20, but conventionally, the following problems have been pointed out regarding facing seats. That is, it is common for passengers to sit on the facing seat in the order of either one of the window-side seats and the central passage-side seat located diagonally opposite the seats. In this case, a so-called blocking phenomenon occurs in which a passenger seated in the passage-side seat portion blocks access to the window-side seat portion that is empty, and seating ease is reduced.
[0031]
Based on this, in this railway vehicle 10, as shown in FIG. 2, of the seat portions S3 and S4 of the second horizontal seat 19 constituting the face-to-face seat 20, the seat portion S4 located on the central passage CP side. The seating area is narrower than the seat portion S3 located on the window side (the first side surface 11 or the second side surface 12 side). That is, in the seat portion S4 that is located on the central passage CP side and faces the tapered portion 18a, the front edge portion of the seat is cut out toward the central passage side, and the seat surface becomes closer to the central passage CP side. The seating length is gradually decreasing.
[0032]
In this case, the seat part S4 located on the central passage CP side of the second horizontal seat 19 faces the seat part S2 of the first horizontal seat 17 disposed in the vicinity of the passenger door 11b. A tapered portion 18a is located behind the portion S2. Accordingly, in the seat portion S2 on the side of the central passage CP of the first horizontal seat 17, the back cushion portion has a reduced cushioning property due to the taper portion 18 formed on the back portion 18 and is compared with the window side seat portion S3. Therefore, comfort at the time of sitting is slightly reduced. Similarly, also in the seat part S4 located on the central passage CP side of the second horizontal seat 19, the seating comfort is slightly reduced due to the reduced seating area.
[0033]
Thus, in the face-to-face seat 20 arranged in the railcar 10, the comfort at the time of seating of the seat portions S2, S4 on the central passage CP side is reduced compared to the seat portions S1, S3 on the window side. Yes. Therefore, for the face-to-face seat 20 composed of the first horizontal seat 17 and the second horizontal seat 19 arranged in the vicinity of the passenger door 11b (11a, 11c to 12d), first, the window side seat S1. , S3, passengers will be seated, and passengers who have boarded later can easily access the seats S2, S4 on the central passage CP side. As a result, the occurrence of so-called blocking phenomenon is prevented, so that the riding performance, that is, the ease of seating can be further improved.
[0034]
Next, in the railway vehicle 10, the reason why the horizontal seat 17 is disposed in the vicinity of the passenger doors 11a to 12d and the taper portion 18a is provided on the back portion 18 will be described in detail.
[0035]
The inventors of the present invention have made extensive studies with a focus on improving the ease of getting on and off the railway vehicle, in particular, ease of getting off from the viewpoint of increasing the rated speed and driving frequency of the train. In this study, we decided to use a horizontal seat instead of a vertical seat so that the comfort of the railway vehicle does not deteriorate due to the reduced seat capacity. As a result, the following knowledge was first found.
[0036]
(1) When getting in and out of the vehicle, the getting-off time, which is a factor that determines the ease of getting off, will no longer depend on the number of passenger doors and the arrangement of seats. Depends on the speed of passenger movement near the door.
(2) When the passenger density increases due to the crowded interior of the vehicle, the passenger in the vehicle must follow the passenger in front of the vehicle regardless of their will, but in this case, That is, the flow of passengers from the central passage toward the passenger door can be replaced with the movement of fluid flowing out from the inside of the chamber or the like (central passage) through the pipeline (entrance / exit passage).
(3) Between the central passage and the entrance door, there is an entrance passage that connects the two. Such an entrance passage is a conduit that connects the inside (the central passage) and the outside (the platform). You can think of it. And when the said boarding / alighting passage is considered as a pipe line, the boarding / alighting resistance coefficient of a boarding / alighting path can be considered to correspond to the pressure loss coefficient of a pipe line.
[0037]
After obtaining these findings, the present inventors considered the flow of passengers to get off as fluid and the entrance / exit passage from the central passage to the entrance / exit door as a pipeline, and the existing railway vehicle (total length 20 m class). Various studies were conducted using the seat arrangement in (1). The seat arrangement taken up in this analysis is shown in FIGS. 4 (a) to 4 (d).
[0038]
The seat arrangement AL4 shown in FIG. 4 (a) is a seat arrangement of an all-long seat one-sided four-door car that is widely adopted, and a seven-seat vertical seat is arranged between the passenger doors. In the seat arrangement SB4 shown in FIG. 4B, a four-seat facing seat is arranged between the entrance doors of a four-door car on one side, and a two-seat vertical seat is arranged on both sides thereof. In the seat arrangement AC4 shown in FIG. 4 (c), two two-seat horizontal stools are arranged between the entrances and exits of the four-door car on one side with the back part facing the entrance / exit doors. In addition, one horizontal stool is arranged between them. Seat arrangement AB4 shown in FIG. 4 (d) is an arrangement in which two sets of four-seat face-to-face seats are arranged between the entrances and exits of a four-door car on one side.
[0039]
In the analysis, first, since there is usually a sleeve on the side of the entrance / exit door, the entrance / exit passage from the central passage to the entrance / exit door is regarded as a narrowed pipe whose inner diameter sharply narrows (“Model A”). Called). For narrow pipes where the inner diameter suddenly narrows, the pressure loss coefficient ζ_AD₀And the large inner diameter is d₁If
ζ_A= Ζ₁X (d₀/ D₁)^Four+ Ζ₂
However, ζ₁= 0.5, ζ₂= 0.5 × {1- (d₀/ D₁)²}
Can be expressed as And in the case of a railway vehicle, a small inner diameter d₀Is the width D of the passenger door₀Large inner diameter d₁Is the distance (sleeve size) D between the backs of the seats or the sleeves that are arranged on both sides of the entrance door₁Can be replaced respectively.
[0040]
Next, the sleeve part beside the passenger door is actually a space where passengers who do not get off stand, and it is considered that it does not function as an effective traffic area. Was regarded as a narrowed tube that gradually narrowed (referred to as “Model B”). In this case, the pressure loss coefficient ζ_BCan be obtained from a characteristic curve with the narrowing angle θ of the narrowing pipe as a variable for each l / d which is the ratio of the pipe length l of the narrowing pipe to the equivalent inner diameter d.
[0041]
In the case of a railway vehicle, the pipe length l is the exclusive depth L when the passenger is seated on the vertical seat or the width L of the horizontal seat, and the equivalent inner diameter d is the width D of the passenger door.₀Can be replaced respectively. Here, in a general commuting school vehicle, the width of the passenger door is approximately constant at about 1300 mm, and the length L is also substantially constant in the range of 800 to 900 mm. Therefore, l / d = L / D is about 0.6. Therefore, as the characteristic curve indicating the pressure loss coefficient, one corresponding to 1 / d = 0.6 shown in FIG. 3 can be used.
[0042]
The analysis results obtained in this way are shown in the following Table 1 together with the specifications in each seat arrangement.
[Table 1]

[0043]
As can be seen from the results shown in Table 1, among the four types of comparative examples, even when AL4, which is the most widely applied seat arrangement for commuting vehicles, is either model A or B, the pressure loss coefficient, The boarding resistance coefficient is a small value. Therefore, it can be seen from this result that the above-described method for approximating the passenger's getting-off behavior hydrodynamically is very effective in line with the actual situation.
[0044]
Further, if the analysis result is further examined based on this, the seat arrangement AC4 in which the dimension of the sleeve portion in the longitudinal direction of the vehicle is larger than the other is the pressure loss coefficient, That is, the boarding resistance coefficient is a large value. From this result, it can be seen that excessively increasing the size of the sleeve in the longitudinal direction of the vehicle is a factor that hinders getting on and off. On the other hand, the size of the sleeve portion in the longitudinal direction of the vehicle of the seat arrangement AB4 is almost the same as that of the seat arrangement AL4. In this case, the length L is larger than that of the seat arrangement AL4. That is, it turns out that the boarding / alighting resistance coefficient is increasing.
[0045]
Based on such research results, the present inventors in the railway vehicle 10 put the horizontal seats 17 on the both sides of one of the passenger doors 11a to 12d one by one with the respective back portions 18 facing each other. The tapered portions 18a are arranged on the back portions 18 of the respective horizontal seats 17 so as to be continuous with the sleeve portions 21 that do not function as an effective passage region and face each other in a state of being separated from each other toward the central passage CP side. . That is, in the railway vehicle 10, the tapered portion 18a is formed to suppress the dimension of the sleeve portion in the longitudinal direction of the vehicle and to suppress the increase in the boarding / descending resistance coefficient due to the large width L of the horizontal seat.
[0046]
As shown in Table 1, the entry / exit resistance coefficient of the railway vehicle 10 is equal to AL4, which is most widely applied as a seat arrangement for a commuting school vehicle. From this point, the entry / exit doors 11a to 12d are used in the railway vehicle 10. It is considered that access from the central passage CP to the nearby entrance / exit passage VP is facilitated, and the getting-off speed in the vicinity of the entrance doors 11a to 12d is improved. In this case, as can be seen from FIG. 3, if the narrowing angle α of the taper portion 18a is set in the vicinity of 40 °, the boarding resistance coefficient can be minimized, but the present invention is not limited to this, and the narrowing angle α is In the range satisfying 30 ° ≦ α ≦ 50 °, extremely good results can be obtained practically.
[0047]
That is, under the configuration described above, the width D of the passenger doors 11a to 12d.₀Is the equivalent inner diameter d, the width L of the back portion 18 is the pipe length l, and the narrowing angle α defined by the two taper portions 18a is the narrowing angle θ of the narrowing tube, Width D of the entrance doors 11a to 12d₀From the width L of the back portion 18, it can be expressed as a characteristic curve with the narrowing angle α defined by the two tapered portions 18 a as a variable. Therefore, in various railway vehicles, if the tapered portion is formed on the back of each horizontal seat so as to define the narrow angle that minimizes the boarding resistance coefficient, access from the central passage to the boarding passage near the boarding door is facilitated. Thus, the getting-off speed in the vicinity of the passenger door can be improved.
[0048]
In the railway vehicle 10 described above, the tapered portion 18a formed of a flat slope is formed on the back portion 18 of the horizontal seat 17, but the present invention is not limited to this. That is, as shown in FIG. X, the tapered portion 18a may be formed as a slope on a curved surface.
[0049]
Further, the seats arranged between one wife 13 and the entrance doors 11a, 12a located on the leftmost side in the figure and between the other wife 14 and the entrance doors 11d, 12d located on the rightmost side in the figure are It is not limited to the three-seat vertical seats 15 and 16. In other words, the first horizontal stool 17 and the second horizontal stool 19 including a tapered portion 18a on the back portion 18 are formed between the wife 13 and the passenger doors 11a and 12a, and between the wife 14 and the passenger doors 11d and 12d. A face-to-face seat 20 may be arranged. Thereby, the seat capacity of the railway vehicle 10 can be further increased.
[0050]
【The invention's effect】
Since the railway vehicle according to the present invention is configured as described above, the following effects are obtained. In other words, a horizontal stool with the back facing the passenger door of the railway vehicle is disposed near the passenger door, and the effective traffic area is expanded on the back of the horizontal stool from the passenger door toward the central passage. By providing the tapered portion formed as described above, it is possible to improve the boarding / exiting performance at the time of congestion, in particular, the ease of getting off when the passenger gets off.
[Brief description of the drawings]
FIG. 1 is a seat plan view showing a railway vehicle according to the present invention.
FIG. 2 is an enlarged view of a main part of the railway vehicle shown in FIG.
FIG. 3 is a chart showing a relationship between a narrowing angle of a narrowing tube and a pressure loss coefficient.
4 (a), 4 (b), 4 (c), and 4 (d) are seat plan views showing a seat arrangement taken up as a comparative example in the research related to the present invention. It is.
FIG. 5 is an enlarged plan view showing another aspect of the tapered portion.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 10 ... Rail vehicle, 11 ... 1st side surface, 12 ... 2nd side surface, 11a, 11b, 11c, 11d, 12a, 12b, 12c, 12d ... Entrance door, 13, 14 ... Wife, 17 ... 1st horizontal seat, 18 DESCRIPTION OF SYMBOLS ... Back part, 18a ... Tapered part, 19 ... 2nd horizontal seat, 20 ... Face-to-face seat, 21 ... Sleeve part, CP central passage, S1, S2, S3, S4 ... Seat part, VP ... Entry / exit passage.

Claims (3)

A railway vehicle having fixed two- seat horizontal seats arranged on both sides of the passenger door with the back facing the passenger door,
Wherein the back of the seat of the central aisle of the horizontal seat, characterized in that the tapered portion is formed so as to be expanded symmetrically as effective way area of the passenger passage toward the center aisle from the passenger door Railway vehicle. The effective traffic area is in contact with the tapered portion of the one horizontal seat and through one side edge of the passenger door, and in contact with the tapered portion of the other horizontal seat and the other of the passenger door. The railway vehicle according to claim 1, which is an area between a plane passing through the side edge portion and a narrowing angle α formed by the planes satisfies 30 ° ≦ α ≦ 50 °. A fixed two -seat horizontal stool, further comprising a second horizontal stool that is disposed in front of the horizontal stool and forms a face-to-face seat together with the horizontal stool, the center of the second horizontal stool The seat portion of the seat on the passage side is cut out so that the seating length gradually decreases toward the central passage side, and the seating area is narrower than the seat portion of the seat on the window side. The railway vehicle according to claim 1 or 2 .

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