JP5823224B2 - Air fence forming device using train wind of railway - Google Patents

Description

  The present invention relates to an air fence forming apparatus using a train wind of a railway installed along a railway.

  When a railway vehicle receives wind from the side, drag (lateral force) due to wind pressure is generated in the vehicle body. When the wind speed is high, the lateral force for overturning the vehicle increases, and when the wind speed exceeds a certain limit wind speed, the vehicle overturns and derails. A number of railcar derailment accidents caused by strong winds have occurred since the opening of the railway in Japan.

  In order to prevent such an accident, a windbreak fence for reducing wind pressure acting on the vehicle is installed along the railway (for example, Non-Patent Document 1).

  In order to prevent derailment and rollover accidents of railway vehicles due to strong winds, installation of windbreak fences along the railway line makes the outside scenery invisible or difficult to see for train passengers.

  In addition, there is a problem that windbreak fences do not harmonize with the scenery and may harm the scenery, especially in the suburbs along the sea or in the mountains.

  On the other hand, a train wind having a wind speed exceeding 10 m / s is generated along with the traveling of the railway vehicle (for example, Non-Patent Document 2). However, no proposal has been made so far to effectively use the train wind that generates such a large wind speed. In particular, no proposal has been made to use a train wind in order to prevent a railway vehicle derailment overturn accident caused by a strong wind.

Toshige Fujii: Present status and future prospects of research and development on strong wind disaster prevention, Railway Research Institute report, Vol.19, No.10, P1-4, October 2005 Koji Komino, Katsuji Tanemoto, Yasushi Takei: Train Wind and Safety of People on the Home, JREA, Vol.50, No.6, p44-45, June 2007

  SUMMARY OF THE INVENTION An object of the present invention is to provide an air fence that effectively uses a train wind generated with the travel of a railroad train traveling on the ground surface. In particular, an object of the present invention is to provide the air fence in order to prevent a derailment rollover accident of a railway vehicle due to a strong wind.

  Hereinafter, the present invention will be described with reference numerals. However, the reference numerals are for reference, and the present invention is not limited to the embodiments.

  The invention according to the present application is installed in the vicinity of a railway track, and a duct 2 through which a train wind taken in at the train wind take-in section 1 for taking in a train wind generated as a railway train travels passes. And a discharge section 3 for discharging the train wind that has passed through the duct 2.

  Here, the discharge unit 3 may be laid along the railway track in front of the train wind intake unit 1 in the traveling direction, and discharge the train wind toward the outside of the railway track. Furthermore, the said discharge part 3 is good also as the cross-sectional area becoming small toward the exit, and speeding up and discharging the taken train wind.

  Moreover, the said train wind taking-in part 1 is good also as opening so that it may oppose a train advancing direction at 0 to 90 degree | times. Furthermore, the shape of the train wind intake portion 1 may be a flare shape.

  Moreover, the said duct 2 is good also as comprising the speed increasing part 6 from which the cross-sectional area becomes small toward the said discharge part 3 from the said train wind intake part 1 side.

  The air fence forming apparatus according to the present invention may be installed in the tunnel 13, the train wind intake unit 1 may be installed in the tunnel 13, and the discharge unit 3 may be installed at the exit of the tunnel 13.

  Thus, if this invention is utilized, the train wind which arises with the driving | running | working of the railway train which drive | works the ground surface can be used effectively. In particular, a derailment capsizing accident of a railway vehicle due to a strong wind can be prevented by an air fence forming device that uses a train wind generated along with a travel of a railway train traveling on the ground surface.

  Moreover, since the height of the discharge part 3 can be made low compared with the height of a windbreak fence, even if it is a case of a suburb, a landscape is not damaged.

It is a figure which shows 1st Embodiment which concerns on this invention. It is a figure which shows the modification of the discharge part of 1st Embodiment which concerns on this invention. It is a figure which shows the modification of the train wind intake part of 1st Embodiment which concerns on this invention. It is a figure which shows another modification of the train wind intake part of 1st Embodiment which concerns on this invention. It is a figure which shows another modification of 1st Embodiment which concerns on this invention. It is a figure which shows the effect of 1st Embodiment which concerns on this invention. It is a figure which shows 2nd Embodiment which concerns on this invention. It is a figure which shows the effect of 2nd Embodiment which concerns on this invention. It is a figure which shows the example of application of this invention. It is a figure which shows the example of application of this invention.

  Embodiments of the present invention will be described with reference to the drawings. For the sake of convenience, the traveling direction of the railway vehicle is represented as the front, and the opposite direction is represented as the rear.

[First Embodiment]
The first embodiment is an embodiment in which a duct 2 is embedded in the vicinity of a railway line.
FIG. 1 is a diagram showing a first embodiment according to the present invention. As shown in the plan view, two rails 12 are laid in parallel on the ground surface, and the railway vehicle 11 travels on the rails 12. In FIG. 1, the railway vehicle 11 travels from left to right.

  A duct 2 is buried beside the track, and the duct 2 extends forward along the railway. On the side of the track, the train wind intake portion 1 is laid so as to open upward, and is connected to the rear end portion of the duct 2 (section A in FIG. 1).

  A discharge portion 3 is connected to the front end portion of the duct 2. The discharge unit 3 is laid in front of the train wind intake unit 1. The discharge part 3 protrudes on the ground, and the exhaust direction faces the outside of the track (B cross section in FIG. 1). In the present embodiment, the exhaust direction is obliquely outward and upward when viewed relative to the track. Here, the exhaust direction may be directly above.

  The operation of this embodiment will be described.

  As the railway vehicle 11 travels, a train wind is generated around the railway vehicle 11. When the railway vehicle 11 passes through the installation location of the train wind intake section 1, the train wind generated around the railway vehicle 11 flows into the train wind intake section 1. The train wind (air) flowing into the train wind intake part 1 enters the duct 2 and passes through it. The train wind passing through the duct 2 is discharged from the discharge unit 3. At that time, an air flow is generated in the direction in which the discharge part 3 is opened, that is, in an upward obliquely outward direction.

  When the railway vehicle 11 finishes passing through the installation location of the train wind intake section 1, the train wind eventually ends, so that the discharge from the discharge section 3 stops.

  FIG. 2 is a diagram showing a first modification of the first embodiment according to the present invention. In this example, the shape of the discharge part 3 is characteristic. That is, as shown in FIG. 2, the discharge section 3 has a continuously decreasing cross-sectional area from the duct 2 side toward the opening 5. Further, the direction of the opening 5 is an upward diagonally outward direction.

  By setting it as such a shape, the air exhausted from the discharge part 3 can be accelerated by the discharge part 3, and can be discharged.

  FIG. 3 is a diagram showing a second modification and a third modification of the first embodiment according to the present invention. Since these examples are characterized by the train wind intake section 1, only the side view and cross-sectional views (two types) of the vicinity of the train wind intake section 1 are shown. Since the laying positions of the duct 2 and the discharge unit 3 are the same as those in the first embodiment, the plan view is omitted.

  The train wind intake portion 1 according to the present embodiment is higher than that of the first embodiment. In the form of the C cross section showing the modified example 2, the opening 4 of the train wind intake part faces the traveling direction of the railway vehicle 11 and faces upward by approximately 45 degrees. Therefore, the height of the train wind intake portion 1 is about 70% of that of the railway vehicle 11.

  In the D cross section showing the modification 3, the opening 4 of the train wind intake portion is substantially vertical and faces the traveling direction of the railway vehicle 11 (facing the rear). Therefore, the height of the train wind intake portion 1 is approximately the same as that of the railcar 11.

  In the case of these modified examples, since the train wind intake part 1 is opposed to the traveling direction of the train, more train winds can be introduced as compared with the first embodiment.

  The train wind flowing into the train wind intake 1 passes through the duct 2. The train wind passing through the duct 2 is discharged from the discharge unit 3. When the railway vehicle 11 finishes passing through the installation location of the train wind intake section 1, the train wind eventually ends, so that the discharge from the discharge section 3 stops.

  FIG. 4 is a diagram showing a fourth modification of the first embodiment according to the present invention. This example is characterized by the shape of the train wind intake section 1. That is, as shown in FIG. 4, the opening 4 of the train wind intake portion faces the traveling direction of the train, and the cross-sectional area of the train wind intake portion 1 narrows from the opening 4 to the duct 2. It has become.

  By setting it as such a shape, while being able to take in more train wind accompanying driving | running | working of the rail vehicle 11, the train wind taken in can be accelerated because a cross-sectional area becomes small gradually.

  FIG. 5 is a diagram showing a fifth modification of the first embodiment according to the present invention. This example is characterized in that the duct 2 further includes a speed increasing portion 6. That is, the speed increasing portion 6 is provided in the middle of the duct 2, and its cross-sectional area continuously decreases from the train wind intake portion 1 side toward the discharge portion 3. By setting it as such a structure, when passing through the speed increasing part 6, the flow speed of the air passing through the duct 2 can be increased.

  The effects of the first embodiment of the present invention will be described.

  FIG. 6 is a diagram for explaining the effect of the first embodiment of the present invention. FIG. 6 illustrates a cross-sectional view of the discharge unit 3 in the first embodiment. The train wind passing through the duct 2 is discharged from the discharge section 3 in the opening direction (discharge wind).

  At this time, when a cross wind (natural wind) is blowing toward the railway vehicle 11 from the outside of the track, the natural wind is weakened by the exhaust wind. In particular, the effect of weakening the natural wind is great when the opening of the discharge unit 3 is installed so that the discharge wind blows toward the outside of the track (the direction away from the track). Therefore, the force that the wind acting on the railway vehicle 11 tries to overturn the railway vehicle 11 is smaller than the force in the case of only natural wind, and therefore, it is possible to prevent the derailment overturning accident of the railway vehicle 11 due to the strong wind.

  Moreover, the height of the discharge part 3 can be made low compared with the height of a windbreak fence. Therefore, even if it is a case of a suburb, a landscape is not harmed by installing the discharge part 3.

[Second Embodiment]
The second embodiment is an embodiment in which the duct 2 is installed on the side wall of the tunnel 13.
FIG. 7 is a diagram showing a second embodiment according to the present invention. FIG. 7 shows an example in which air fences according to the present invention are installed on both sides of the single wire tunnel 13.

  As shown in the plan view, rails 12 are laid on the ground surface, and a rail vehicle 11 travels on the rails 12. In FIG. 7, the railway vehicle 11 travels from left to right.

  Ducts 2 are installed on both side walls, and the ducts 2 extend forward along the side walls. At the rear end of the duct 2, the train wind intake portion 1 is laid in the tunnel 13 so as to open in a direction facing the traveling direction of the train, and is connected to the rear end portion of the duct 2.

  The duct 2 is laid to the exit of the tunnel 13. A discharge portion 3 is connected to the front end of the duct 2. The discharge part 3 is installed outside the tunnel 13, and the exhaust direction faces the outside of the track (plan view in FIG. 7). In the present embodiment, the exhaust direction is obliquely outward and forward when viewed relative to the track.

  A speed increasing portion 6 is provided in the middle of the duct 2. In the speed increasing part 6, the cross-sectional area continuously decreases from the train wind intake part 1 side toward the discharge part 3.

The operation of this embodiment will be described.
As the railway vehicle 11 travels, a train wind is generated around the railway vehicle 11. When the railway vehicle 11 passes through the train wind intake section 1, the train wind generated around the railway vehicle 11 flows into the train wind intake section 1. The train wind (air) flowing into the train wind intake part 1 enters the duct 2 and passes through it. The train wind passing through the duct 2 is discharged from the discharge unit 3. In that case, the air flow of the direction which the discharge part 3 is opening, ie, the front diagonally outward direction, arises.

  When the railway vehicle 11 finishes passing through the installation location of the train wind intake section 1, the train wind eventually ends, so that the discharge from the discharge section 3 stops.

The effects of the second embodiment of the present invention will be described.
FIG. 8 is a diagram for explaining the effect of the first embodiment of the present invention. FIG. 8 is a plan view of the vicinity of the exit of the tunnel 13 in which the discharge unit 3 of the second embodiment is installed. The air that has passed through the duct 2 is discharged from the discharge portion 3 in the opening direction (discharge air).

  At this time, when a cross wind (natural wind) is blowing toward the railway vehicle 11 from the outside of the track, the natural wind is weakened by the exhaust wind. In particular, the effect of weakening the natural wind is great when the exhaust portion 3 is installed so that the exhaust air blows toward the outside of the track (the direction away from the railway vehicle 11). Therefore, the force that the wind acting on the railway vehicle 11 tries to overturn the railway vehicle 11 is smaller than the force in the case of only natural wind, and therefore, it is possible to prevent the derailment overturning accident of the railway vehicle 11 due to the strong wind.

  Here, the natural wind acting on the position higher than the height of the center of gravity of the railway vehicle 11 further induces the rollover / derailment of the railway vehicle 11. Therefore, if the center height of the discharge portion 3 is set higher than the height of the center of gravity of the railway vehicle 11 so as to weaken the influence of such natural wind, the effect of the air fence is greater.

  Moreover, since the height of the discharge part 3 can abbreviate | omit a windbreak fence, even if it is a case of a suburbs, a landscape will not be harmed by having installed the discharge part 3.

[First application example]
Next, application examples of the present invention will be described.
The first application example is an example for transmitting the wind pressure of the inflowed air even when the distance between the train wind intake unit 1 and the discharge unit 3 is long. FIG. 9 is a view showing a first application example of the present invention, and shows a cross-sectional view in the longitudinal direction of the line.

  The feature of the first application example is that a wind pressure transmission function is provided in the middle of the duct 2. That is, the duct 2 includes a first partition plate 21 on the train wind intake portion 1 side and a second partition plate 22 on the discharge portion 3 side, and the first partition plate 21 and the second partition plate 22 are provided. A space between the partition plate 22 and the incompressible fluid 23 is filled.

  When the train wind pressure taken from the train wind intake section 1 is applied to the first partition plate 21, the first partition plate 21 moves toward the discharge section 3. At this time, the incompressible fluid 23 filled between the first partition plate 21 and the second partition plate 22 also moves toward the discharge unit 3. Then, similarly, the second partition plate 22 similarly moves toward the discharge unit 3. That is, the first partition plate 21, the incompressible fluid 23 and the second partition plate 22 are integrally moved toward the discharge unit 3, and the air pushed out by the second partition plate 22 is discharged from the discharge unit 3. Discharge.

  At this time, if the friction between the first partition plate 21 and the second partition plate 22 and the inner wall of the duct 2 is reduced, and further the friction between the incompressible fluid 23 and the inner wall of the duct 2 is reduced, the first The energy required for the partition plate 21, the incompressible fluid 23, and the second partition plate 22 to move toward the discharge unit 3 can be reduced. Therefore, the air can be discharged from the discharge unit 3 while reducing the loss of energy of the train wind flowing in from the train wind intake unit 1.

[Second application example]
The second application example is an example in which a blower fan 24 is provided. FIG. 10 is a diagram showing a second application example of the present invention, and shows a cross-sectional view in the longitudinal direction of the line.

  A feature of the second application example is that the duct 2 includes a blower fan 24. In FIG. 10, a blower fan 24 is provided at the end of the duct 2 on the discharge unit 3 side, and when the blower fan 24 is operated, air is discharged from the discharge unit 3.

  Furthermore, when the railway vehicle 11 passes through the train wind intake section 1, the train wind generated around the railway vehicle flows into the train wind intake section 1. The train wind (air) flowing into the train wind intake part 1 passes through the duct 2. The train wind passing through the duct 2 is discharged from the discharge unit 3.

  In other words, the combined airflow generated by the blower fan 24 and the train wind generated by the passage of the railway vehicle is discharged from the discharge unit 3. By setting it as such a structure, compared with the case where only the train wind accompanying the passage of a railroad train is discharged | emitted, a strong air current is discharged | emitted from the discharge part 3. FIG.

DESCRIPTION OF SYMBOLS 1 Train wind intake part 2 Duct 3 Discharge part 4 Train wind intake part opening 5 Discharge part opening 6 Speed increasing part 11 Railway vehicle 12 Rail 13 Tunnel 21 First partition plate 22 Second partition plate 23 Non-compression Sexual fluid 24 blower fan

Claims (8)

A train wind intake section that is installed in the vicinity of the railway track and takes in the train wind generated by the running of the railway train,
A discharge section for discharging wind;
A duct connecting the train wind intake part and the discharge part;
With
In the duct,
A first partition plate on the train wind intake side;
A second partition plate on the discharge part side,
An incompressible fluid is filled between the first partition plate and the second partition plate,
When the train wind pressure taken from the train wind intake section is applied to the first partition plate, the first partition plate, the incompressible fluid, and the second partition plate are integrally discharged. Moving in the direction of the portion, the wind pushed out by the second partition plate is discharged from the discharge portion,
An air fence forming apparatus. The discharge part is laid along the railway line in the traveling direction forward from the train wind intake part,
To exhaust the wind toward the outside of the railway track,
The air fence forming apparatus according to claim 1, wherein: The discharge part has a smaller cross-sectional area toward the outlet ;
The air fence forming apparatus according to claim 1 or 2, characterized in that. The train wind intake part is open at 0 to 90 degrees so as to face the traveling direction of the railway train.
The air fence forming apparatus according to claim 3, wherein: The train wind intake part has a flare shape,
The air fence forming apparatus according to claim 4, wherein: The duct is that the cross-sectional area toward the train Kazeto the discharge portion side of the join the club side is provided with a smaller acceleration section,
The air fence forming apparatus according to any one of claims 1 to 5, wherein The train wind intake section is installed in the tunnel,
The discharge part is installed at the exit of the tunnel,
The air fence forming apparatus according to any one of claims 1 to 6, wherein In addition, it has a blower fan,
The air generated by the blower fan is discharged from the discharge unit;
The air fence forming apparatus according to any one of claims 1 to 7, wherein

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