JP5833217B1 - Railway vehicle - Google Patents

Railway vehicle Download PDF

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JP5833217B1
JP5833217B1 JP2014252066A JP2014252066A JP5833217B1 JP 5833217 B1 JP5833217 B1 JP 5833217B1 JP 2014252066 A JP2014252066 A JP 2014252066A JP 2014252066 A JP2014252066 A JP 2014252066A JP 5833217 B1 JP5833217 B1 JP 5833217B1
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vehicle body
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airflow
railway vehicle
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優智 森
優智 森
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Nippon Sharyo Ltd
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Abstract

【課題】車両高さを増加させることなく、先頭部及び後尾部の気流はく離を抑制して空気抵抗の低減を図ることが容易な鉄道車両を提供する。【解決手段】略直方体からなる車体Ｓの先頭部ＳＡ及び後尾部ＳＢに形成された気流誘導部４、５、６を備えた鉄道車両である。気流誘導部は、先頭部及び後尾部における車体端面１の上頭部１１から、それぞれ車体上面２に向けて傾斜状に形成された上面誘導部４と、先頭部及び後尾部における車体隅部ＳＣから、それぞれ車体側面３に向けて凹溝状に形成された側面誘導部５、６とを備えた。【選択図】図１The present invention provides a railway vehicle that can easily reduce air resistance by suppressing air flow separation at a head portion and a tail portion without increasing the vehicle height. A railway vehicle is provided with air flow guide portions (4, 5, 6) formed at a head portion (SA) and a tail portion (SB) of a vehicle body (S) having a substantially rectangular parallelepiped shape. The airflow guiding portion includes an upper surface guiding portion 4 formed to be inclined from the upper head portion 11 of the vehicle body end surface 1 at the head portion and the tail portion toward the vehicle body upper surface 2, and a vehicle body corner portion SC at the head portion and the tail portion. And side surface guide portions 5 and 6 formed in a groove shape toward the vehicle body side surface 3 respectively. [Selection] Figure 1

Description

本発明は、走行時において空気抵抗の低減を図ることができる車体形状を備えた鉄道車両に関する。   The present invention relates to a railway vehicle having a vehicle body shape that can reduce air resistance during traveling.

一般に、通勤型電車と称せられるような鉄道車両においては、車両定員を容易に確保できるように、先頭部の形状を垂直状に切り落として形成する切妻型の車体形状が多く用いられている。しかし、近年の車両性能の向上等に伴い、このような切妻型の鉄道車両においても高速化が進み、プラットホーム上に発生する列車風や、トンネル内での圧縮波による所謂「耳ツン現象」、空気抵抗の増加によるエネルギーロスなどの問題が顕在化されてきた。   Generally, in a railway vehicle called a commuter train, a gable-type vehicle body shape that is formed by cutting the shape of the head portion vertically is used so that the vehicle capacity can be easily secured. However, with the recent improvement in vehicle performance, etc., the speed of such gable-type railcars has also increased, so-called “ear-tuning phenomenon” due to train wind generated on the platform and compression waves in the tunnel, Problems such as energy loss due to increased air resistance have become apparent.

このような問題に対して、例えば、特許文献１には、移動体（鉄道車両）が移動するときにこの移動体の先頭部からの気流のはく離を抑制する移動体の気流はく離抑制構造であって、移動体の前面に衝突した気流をこの移動体の上面に導くことによって、この移動体の先頭部からの気流のはく離を抑制する気流はく離抑制部を備え、気流はく離抑制部は、移動体の前面に衝突した気流がこの移動体の上面に向かうように、この衝突した気流をこの移動体の上面で誘導する第１の誘導部と、第１の誘導部から移動体の上面に沿って気流が流れるように、この気流をこの移動体の上面で誘導する第２の誘導部と、を備える移動体の気流はく離抑制構造が、開示されている。   To deal with such a problem, for example, Patent Document 1 discloses a structure for suppressing air flow separation of a moving body that suppresses the separation of air flow from the leading portion of the moving body when the moving body (railway vehicle) moves. The airflow colliding with the front surface of the moving body is guided to the upper surface of the moving body, thereby providing an airflow separation suppressing section that suppresses the separation of the airflow from the leading portion of the moving body. A first guiding portion for guiding the collided airflow at the upper surface of the moving body so that the airflow colliding with the front surface of the moving body is directed toward the upper surface of the moving body, and from the first guiding portion along the upper surface of the moving body. An air flow separation suppressing structure of a moving body is disclosed that includes a second guiding portion that guides the air flow on the upper surface of the moving body so that the air flow flows.

特開２０１２−１４８６８７号公報JP 2012-148687 A

しかしながら、上記特許文献１に記載された移動体の気流はく離抑制構造では、移動体の上面に第１の誘導部と第２の誘導部とを備える構造であるので、車両高さが第１の誘導部及び第２の誘導部の高さ分だけ増加してしまうことになる。そのため、トンネル等の限られた空間内を走行する場合、空気抵抗が増加しやすくなる問題があった。
また、上記移動体の気流はく離抑制構造は、移動体の先頭部が走行時に後尾部となる場合、移動体の後方に生じる気流のはく離を抑制するものではない。むしろ、移動体の後方では、移動体の側面に流れる気流が、第１の誘導部及び第２の誘導部によって移動体の上方へ向けて誘導され、移動体の後方における気流のはく離が増加する傾向にある。そのため、移動体の後方では、空気抵抗が増加する問題があった。 However, in the structure for suppressing air flow separation of the moving body described in Patent Document 1, since the first guiding portion and the second guiding portion are provided on the upper surface of the moving body, the vehicle height is the first height. It will increase by the height of the guide part and the second guide part. Therefore, when traveling in a limited space such as a tunnel, there is a problem that air resistance tends to increase.
Further, the airflow separation suppressing structure of the moving body does not suppress the separation of the airflow generated behind the moving body when the leading portion of the moving body becomes the rear portion during traveling. Rather, behind the moving body, the airflow flowing on the side surface of the moving body is guided upward of the moving body by the first guiding portion and the second guiding portion, and the separation of the airflow behind the moving body increases. There is a tendency. Therefore, there is a problem that air resistance increases behind the moving body.

本発明は、かかる問題を解決するためになされたものであり、車両高さを増加させることなく、先頭部及び後尾部の気流はく離を抑制して空気抵抗の低減を図ることが容易な鉄道車両を提供することを目的とする。   The present invention has been made to solve such a problem, and it is easy to reduce the air resistance by suppressing the separation of the airflow at the front and rear portions without increasing the vehicle height. The purpose is to provide.

上記目的を達成するため、本発明に係る鉄道車両は、以下の構成を備えている。
（１）略直方体からなる車体の先頭部及び後尾部に形成された気流誘導部を備えた鉄道車両であって、 前記気流誘導部は、前記先頭部及び前記後尾部における車体端面の上頭部から、それぞれ車体上面に向けて傾斜状に形成された上面誘導部と、前記先頭部及び前記後尾部における車体隅部から、それぞれ車体側面に向けて凹溝状に形成された側面誘導部とを備えたこと、
前記先頭部及び前記後尾部は、断面が略四角形状であり、端部に向かって断面積が減少しており、前記上面誘導部及び前記側面誘導部は、前記略四角形状の辺より内側に向かって形成されていること、
を特徴とする。 In order to achieve the above object, a railway vehicle according to the present invention has the following configuration.
(1) A railway vehicle including an airflow guide portion formed at a head portion and a tail portion of a vehicle body formed of a substantially rectangular parallelepiped, wherein the airflow guide portion is an upper portion of a vehicle body end surface at the head portion and the tail portion. From the top surface guiding portion formed in an inclined manner toward the top surface of the vehicle body, and the side surface guiding portion formed in the shape of a concave groove toward the side surface of the vehicle body from the vehicle body corners at the head portion and the tail portion, respectively. Prepared ,
The head part and the tail part have a substantially quadrangular cross section, and the cross sectional area decreases toward the end part, and the upper surface guide part and the side face guide part are located on the inner side of the substantially square side. Being formed towards the
It is characterized by.

本発明においては、気流誘導部は、先頭部及び後尾部における車体端面の上頭部から、それぞれ車体上面に向けて傾斜状に形成された上面誘導部を備えたので、鉄道車両の走行方向にかかわらず、走行前方から車体端面に衝突する気流を上面誘導部に沿って車体上面に誘導し、車体上面における気流のはく離を抑制することができる。
また、上面誘導部は、先頭部及び後尾部における車体端面の上頭部から、それぞれ車体上面に向けて傾斜状に形成されたので、上面誘導部によって車体高さを増加させることはない。
また、気流誘導部は、先頭部及び後尾部における車体隅部から、それぞれ車体側面に向けて凹溝状に形成された側面誘導部を備えたので、鉄道車両の走行方向にかかわらず、走行方向の車体後方へ流れる気流を側面誘導部に沿って車体後方に誘導し、車体後方における気流のはく離を抑制することができる。
よって、車両高さを増加させることなく、先頭部及び後尾部の気流はく離を抑制して空気抵抗の低減を図ることが容易な鉄道車両を提供することができる。 In the present invention, the airflow guiding portion includes the upper surface guiding portion formed in an inclined manner toward the upper surface of the vehicle body from the upper head portion of the vehicle body end surface at the head portion and the tail portion. Regardless, it is possible to guide the airflow that collides with the end face of the vehicle body from the front of the travel to the upper surface of the vehicle body along the upper surface guiding portion, and to suppress separation of the airflow on the upper surface of the vehicle body.
Further, since the upper surface guiding portion is formed in an inclined shape from the upper head of the vehicle body end surface at the head portion and the rear portion toward the upper surface of the vehicle body, the vehicle body height is not increased by the upper surface guiding portion.
In addition, since the airflow guiding portion includes the side surface guiding portions formed in a concave groove shape toward the side surface of the vehicle body from the vehicle body corners at the head portion and the rear portion, the traveling direction regardless of the traveling direction of the railway vehicle. The airflow flowing to the rear of the vehicle body can be guided to the rear of the vehicle body along the side surface guiding portion, and the separation of the airflow behind the vehicle body can be suppressed.
Therefore, it is possible to provide a railway vehicle that can easily reduce the air resistance by suppressing the separation of the airflow at the head and tail without increasing the vehicle height.

（２）（１）に記載された鉄道車両において、
前記側面誘導部は、溝上端部が前記車体側面から前記車体隅部へ向かうにつれて下方へ傾斜するように形成されたことを特徴とする。 (2) In the railway vehicle described in (1),
The side surface guide portion is formed such that an upper end portion of the groove is inclined downward as it goes from the side surface of the vehicle body to the corner portion of the vehicle body.

本発明においては、側面誘導部は、溝上端部が車体側面から車体隅部へ向かうにつれて下方へ傾斜するように形成されたので、走行方向の後方へ車体側面に沿って流れる気流が上面誘導部によって上方へ誘導されるのを低減し、気流の向きを略水平方向へ誘導することによって、走行方向の車体後方における気流のはく離をより一層抑制することができる。
その結果、先頭部及び後尾部の気流はく離を抑制して、空気抵抗を更に低減させることができる。 In the present invention, the side guide portion is formed so that the upper end portion of the groove is inclined downward as it goes from the side surface of the vehicle body to the corner portion of the vehicle body. , And the direction of the airflow is guided in a substantially horizontal direction, so that the separation of the airflow behind the vehicle body in the traveling direction can be further suppressed.
As a result, it is possible to further suppress the air resistance by suppressing the separation of the airflow at the leading and trailing portions.

（３）（１）又は（２）に記載された鉄道車両において、
前記側面誘導部には、前記車体側面の上下方向中央部に形成された第１側面誘導部と、前記上面誘導部の左右端に隣接して形成された第２側面誘導部とを備えたことを特徴とする。 (3) In the railway vehicle described in (1) or (2),
The side surface guiding portion includes a first side surface guiding portion formed at a vertically central portion of the side surface of the vehicle body and a second side surface guiding portion formed adjacent to the left and right ends of the upper surface guiding portion. It is characterized by.

本発明においては、側面誘導部には、車体側面の上下方向中央部に形成された第１側面誘導部と、上面誘導部の左右端に隣接して形成された第２側面誘導部とを備えたので、走行方向の後方へ車体側面に沿って流れる気流が第２側面誘導部によって上面誘導部へ誘導されるのを低減し、かつ、第１側面誘導部によって気流の向きを略水平方向へより多く誘導することによって、走行方向の車体後方における気流のはく離をより一層抑制することができる。
その結果、先頭部及び後尾部の気流はく離を抑制して、空気抵抗を更に一層低減させることができる。 In the present invention, the side surface guide portion includes a first side surface guide portion formed in the vertical center portion of the side surface of the vehicle body, and a second side surface guide portion formed adjacent to the left and right ends of the top surface guide portion. Therefore, it is possible to reduce that the airflow that flows along the side of the vehicle body rearward in the traveling direction is guided to the upper surface guiding portion by the second side surface guiding portion, and the direction of the airflow is made substantially horizontal by the first side surface guiding portion. By guiding more, the separation of the airflow behind the vehicle body in the traveling direction can be further suppressed.
As a result, it is possible to suppress the air flow separation at the head portion and the tail portion and further reduce the air resistance.

（４）（３）に記載された鉄道車両において、
前記第１側面誘導部は、車体側面に対して前後方向及び上下方向で略同一の溝深さに形成されたことを特徴とする。 (4) In the railway vehicle described in (3),
The first side surface guide portion is formed to have substantially the same groove depth in the front-rear direction and the vertical direction with respect to the side surface of the vehicle body.

本発明においては、第１側面誘導部は、車体側面に対して前後方向及び上下方向で略同一の溝深さに形成されたので、第１側面誘導部によって誘導される気流の前後方向へ流れる流量を上下方向で均一化して、車体後方における気流のはく離を上下方向で略均一に抑制することができる。
その結果、先頭部及び後尾部の気流はく離を上下方向で略均一に抑制して、空気抵抗を更に一層低減させることができる。 In the present invention, the first side surface guiding portion is formed to have substantially the same groove depth in the front-rear direction and the vertical direction with respect to the vehicle body side surface, and therefore flows in the front-rear direction of the airflow induced by the first side surface guiding portion. By making the flow rate uniform in the vertical direction, the separation of the airflow behind the vehicle body can be suppressed substantially uniformly in the vertical direction.
As a result, it is possible to suppress the air flow separation at the head portion and the tail portion substantially uniformly in the vertical direction, and to further reduce the air resistance.

（５）（４）に記載された鉄道車両において、
前記先頭部及び前記後尾部の前記車体側面には、運転者用又は乗務員用の確認窓を備え、前記第１側面誘導部は、前記車体隅部から前記確認窓の間に形成されたことを特徴とする。 (5) In the railway vehicle described in (4),
The vehicle body side surface of the head portion and the rear portion is provided with a confirmation window for a driver or a crew member, and the first side surface guide portion is formed between the vehicle body corner and the confirmation window. Features.

本発明においては、先頭部及び後尾部の車体側面には、運転者用又は乗務員用の確認窓を備え、第１側面誘導部は、車体隅部から確認窓の間に形成されたので、第１側面誘導部のために運転者用又は乗務員用の確認窓の位置を後方へ変更する必要がなく、車両定員が減少することもない。
その結果、所定の車両定員を確保しつつ、先頭部及び後尾部の気流はく離を抑制して、空気抵抗を低減することができる。 In the present invention, the vehicle body side surfaces of the front and rear portions are provided with driver or crew check windows, and the first side guide portion is formed between the vehicle body corners and the check windows. It is not necessary to change the position of the confirmation window for the driver or crew because of the one side guide part, and the vehicle capacity is not reduced.
As a result, it is possible to reduce air resistance by suppressing air flow separation at the head and tail while securing a predetermined vehicle capacity.

（６）（１）乃至（５）のいずれか１つに記載された鉄道車両において、
前記鉄道車両は、地下鉄トンネル内を走行する地下鉄車両であることを特徴とする。 (6) In the railway vehicle described in any one of (1) to (5),
The railway vehicle is a subway vehicle that travels in a subway tunnel.

本発明においては、鉄道車両は、地下鉄トンネル内を走行する地下鉄車両であるので、地下鉄トンネル内の高さ制約や、幅制約を満足させつつ、地下鉄トンネル内の走行時における先頭部及び後尾部の気流はく離を抑制して、空気抵抗を低減することができる。   In the present invention, the railway vehicle is a subway vehicle that travels in a subway tunnel, so that the height and width constraints in the subway tunnel are satisfied, and the head and tail portions of the subway tunnel during traveling are satisfied. Air resistance can be suppressed by suppressing air separation.

本発明によれば、車両高さを増加させることなく、先頭部及び後尾部の気流はく離を抑制して空気抵抗の低減を図ることが容易な鉄道車両を提供することができる。   According to the present invention, it is possible to provide a railway vehicle that can easily reduce the air resistance by suppressing the separation of the airflow at the front and rear portions without increasing the vehicle height.

本発明の実施形態に係る鉄道車両の模式的斜視図である。1 is a schematic perspective view of a railway vehicle according to an embodiment of the present invention. 図１に示す先頭部の斜視外形線図である。It is a perspective outline figure of the head part shown in FIG. 図１に示す先頭部の正面外形線図である。It is a front outline figure of the head part shown in FIG. 図１に示す先頭部の部分側面図である。It is a partial side view of the head part shown in FIG. 図１に示す側面誘導部の溝断面図である。It is groove | channel sectional drawing of the side surface guidance part shown in FIG. 図１に示す鉄道車両に対する比較例１の模式的斜視図である。It is a typical perspective view of the comparative example 1 with respect to the rail vehicle shown in FIG. 図１に示す鉄道車両に対する比較例２の模式的斜視図である。It is a typical perspective view of the comparative example 2 with respect to the rail vehicle shown in FIG. 図１に示す鉄道車両の走行時における気流の流れ状態を、比較例１、２との対比で表す模式的側面図である。It is a typical side view showing the flow state of the airflow at the time of driving | running | working of the rail vehicle shown in FIG. 1 by contrast with the comparative examples 1 and 2. FIG. 図１に示す鉄道車両の走行方向後方における気流の速度ベクトル図である。FIG. 2 is a velocity vector diagram of the airflow behind the railway vehicle shown in FIG. 1 in the traveling direction. 図７に示す比較例２の走行方向後方における気流の速度ベクトル図である。FIG. 8 is a velocity vector diagram of the airflow behind the traveling direction of Comparative Example 2 shown in FIG. 7. 図１に示す鉄道車両の後尾部における圧力分布図である。FIG. 2 is a pressure distribution diagram at the rear part of the railway vehicle shown in FIG. 1. 図７に示す比較例２の後尾部における圧力分布図である。It is a pressure distribution figure in the tail part of comparative example 2 shown in FIG. 図１に示す鉄道車両及び比較例１、比較例２の空気抵抗係数の評価結果グラフである。It is an evaluation result graph of the air resistance coefficient of the railway vehicle and Comparative Example 1 and Comparative Example 2 shown in FIG. 図１に示す鉄道車両の地下鉄トンネル内における模式的正面図である。It is a typical front view in the subway tunnel of the railway vehicle shown in FIG.

次に、本発明の実施形態に係る鉄道車両について、図面を参照しながら詳細に説明する。はじめに、本実施形態に係る鉄道車両の先頭部及び後尾部における気流誘導部の外形形状について説明し、その後、本鉄道車両の走行時における気流の流れ状態と、走行方向後方における気流の速度ベクトルと、後尾部における気流の圧力分布とを説明する。また、本鉄道車両の空気抵抗係数の評価結果を説明する。   Next, a railway vehicle according to an embodiment of the present invention will be described in detail with reference to the drawings. First, the outer shape of the airflow guiding unit at the head and tail of the railway vehicle according to the present embodiment will be described, and then the flow state of the airflow when the railway vehicle is traveling, and the velocity vector of the airflow behind the traveling direction, The pressure distribution of the airflow at the tail will be described. Moreover, the evaluation result of the air resistance coefficient of this railway vehicle will be described.

＜先頭部及び後尾部における気流誘導部の外形形状＞
まず、本実施形態に係る鉄道車両の先頭部及び後尾部における気流誘導部の外形形状について、図１〜図５を用いて説明する。図１に、本発明の実施形態に係る鉄道車両の模式的斜視図を示す。図２に、図１に示す先頭部の斜視外形線図を示す。図３に、図１に示す先頭部の正面外形線図を示す。図４に、図１に示す先頭部の部分側面図を示す。図５に、図１に示す側面誘導部の溝断面図を示す。 <Outer shape of the airflow guiding portion at the head and tail>
First, the external shape of the airflow guide part in the head part and the rear part of the railway vehicle according to the present embodiment will be described with reference to FIGS. FIG. 1 shows a schematic perspective view of a railway vehicle according to an embodiment of the present invention. FIG. 2 is a perspective outline diagram of the leading portion shown in FIG. FIG. 3 shows a front outline diagram of the head portion shown in FIG. FIG. 4 shows a partial side view of the leading portion shown in FIG. FIG. 5 shows a cross-sectional view of the groove of the side guide portion shown in FIG.

図１に示すように、本実施形態に係る鉄道車両１０は、車体端面１と車体上面２と車体側面３とを有する略直方体からなる車体Ｓを備えている。当該車体の先頭部ＳＡ及び後尾部ＳＢには、車体端面１の上頭部１１から、それぞれ車体上面２に向けて傾斜状に形成された上面誘導部４と、車体端面１と車体側面３とが交差する位置の車体隅部ＳＣから、それぞれ車体側面３に向けて凹溝状に形成された側面誘導部５、６とを備えている。車体隅部ＳＣは、断面円弧状に形成されている。側面誘導部５、６には、車体側面３の上下方向中央部に形成された第１側面誘導部５と、上面誘導部４の左右端に隣接して形成された第２側面誘導部６とを備えている。先頭部ＳＡにおける上面誘導部４及び側面誘導部５、６と、後尾部ＳＢにおける上面誘導部４及び側面誘導部５、６とは、それぞれ前後左右で対称に形成されている。ここでは、車体Ｓにおける基本的な外形形状を表すために、例えば、通常備えている窓枠等の形状を省略している。また、第１側面誘導部５、第２側面誘導部６には、その範囲を明確化するために、ドット表示している。また、車両の長手方向
をＸ軸で表示し、車両の幅方向をＹ軸で表示し、車両の高さ方向をＺ軸で表示する。な
お、本図の鉄道車両１０は、便宜上、1両編成の状態で示しているが、複数の車体Ｓを連
結した編成を含む。 As shown in FIG. 1, a railway vehicle 10 according to this embodiment includes a vehicle body S that is a substantially rectangular parallelepiped having a vehicle body end surface 1, a vehicle body upper surface 2, and a vehicle body side surface 3. The top portion SA and the rear portion SB of the vehicle body are respectively provided with an upper surface guiding portion 4 that is inclined from the upper head 11 of the vehicle body end surface 1 toward the vehicle body upper surface 2, and the vehicle body end surface 1 and the vehicle body side surface 3. Are provided with side guide portions 5 and 6 formed in a concave groove shape toward the vehicle body side surface 3 from the vehicle body corner portion SC at the position where the two intersect. The vehicle body corner SC is formed in a circular arc shape in cross section. The side guide parts 5 and 6 include a first side guide part 5 formed at the center in the vertical direction of the vehicle body side face 3, and a second side guide part 6 formed adjacent to the left and right ends of the top face guide part 4. It has. The upper surface guiding portion 4 and the side surface guiding portions 5 and 6 in the head portion SA and the upper surface guiding portion 4 and the side surface guiding portions 5 and 6 in the tail portion SB are formed symmetrically in front, rear, left and right respectively. Here, in order to represent the basic external shape of the vehicle body S, for example, the shape of a window frame or the like that is normally provided is omitted. Further, the first side surface guiding portion 5 and the second side surface guiding portion 6 are displayed as dots in order to clarify the ranges. Further, the longitudinal direction of the vehicle is displayed on the X axis, the width direction of the vehicle is displayed on the Y axis, and the height direction of the vehicle is displayed on the Z axis. In addition, although the rail vehicle 10 of this figure is shown in the state of one-car train for convenience, it includes a train in which a plurality of vehicle bodies S are connected.

図２、図３に示すように、車体Ｓの先頭部ＳＡの外形形状を詳細に表示するため、等間隔に描いた番線が車体表面に表示されている。図２には、Ｘ軸、Ｚ軸に沿って等間隔に描いた番線が車体表面に表示され、図３には、Ｘ軸に沿って等間隔に描いた番線が車体表面に表示されている。ここでは、車体Ｓの高さをＺとし、高さＺを、Ｚ軸方向で２０等分して下端から車体上面２に向けて番線を１／２０Ｚ、２／２０Ｚ、３／２０Ｚ・・・と順に表示している。また、車体端面１から所定位置（例えば、運転室後端）までの距離をＸとし、距離ＸをＸ軸方向で１０等分して車体端面１から後方に向けて番線を１／１０Ｘ、２／１０Ｘ、３／１０Ｘ・・・と順に表示している。なお、第１側面誘導部５、第２側面誘導部６には、その範囲を明確化するために、ドット表示されている。   As shown in FIG. 2 and FIG. 3, in order to display the outer shape of the head portion SA of the vehicle body S in detail, the number lines drawn at equal intervals are displayed on the surface of the vehicle body. In FIG. 2, number lines drawn at equal intervals along the X and Z axes are displayed on the surface of the vehicle body, and in FIG. 3, number lines drawn at equal intervals along the X axis are displayed on the surface of the vehicle body. . Here, the height of the vehicle body S is Z, the height Z is equally divided into 20 in the Z-axis direction, and the number lines from the lower end toward the vehicle body upper surface 2 are 1 / 20Z, 2 / 20Z, 3 / 20Z,. Are displayed in order. Further, the distance from the vehicle body end surface 1 to a predetermined position (for example, the rear end of the cab) is X, the distance X is equally divided into 10 in the X-axis direction, and the number lines 1 / 10X, 2 from the vehicle body end surface 1 to the rear. / 10X, 3 / 10X... Are displayed in order. The first side surface guiding portion 5 and the second side surface guiding portion 6 are displayed as dots in order to clarify the ranges.

第１側面誘導部５は、番線が約１／１０Ｘ〜４／１０Ｘかつ約３／２０Ｚ〜１３／２０Ｚの範囲内に形成されている。第１側面誘導部５の溝上端部５１は、車体側面３の番線１３／２０Ｚ付近から始まり、車体隅部ＳＣへ向かうにつれて下方へ傾斜するように形成されている。また、第１側面誘導部５の溝下端部５２は、車体側面３の番線４／２０Ｚ付近から始まり、溝上端部５１と同程度の角度で車体側面３から車体隅部ＳＣへ向かうにつれて下方へ傾斜するように形成されている。   As for the 1st side surface guidance | induction part 5, the number wire is formed in the range of about 1 / 10X-4 / 10X and about 3 / 20Z-13 / 20Z. The groove upper end portion 51 of the first side surface guiding portion 5 is formed so as to start near the number line 13 / 20Z of the vehicle body side surface 3 and incline downward toward the vehicle body corner SC. Further, the groove lower end portion 52 of the first side surface guide portion 5 starts from the vicinity of the number line 4 / 20Z of the vehicle body side surface 3 and goes downward as it goes from the vehicle body side surface 3 to the vehicle body corner SC at an angle similar to the groove upper end portion 51. It is formed to be inclined.

第２側面誘導部６は、番線が約１／１０Ｘ〜Ｘかつ約１７／２０Ｚ〜１９／２０Ｚの範囲内に形成されている。第２側面誘導部６の上端部６１は、車体側面３の番線１９／２０Ｚ付近から始まり、隅部ＳＣへ向かうにつれて下方へ傾斜するように形成されている。また、第２側面誘導部６の下端部６２は、水平状に形成されている。   The second side surface guiding portion 6 is formed with a number line in the range of about 1 / 10X to X and about 17 / 20Z to 19 / 20Z. The upper end portion 61 of the second side surface guiding portion 6 is formed so as to start from the vicinity of the line 19 / 20Z of the vehicle body side surface 3 and incline downward toward the corner portion SC. Moreover, the lower end part 62 of the 2nd side surface guide part 6 is formed in the horizontal shape.

上面誘導部４は、車体端面１の番線１７／２０Ｚ付近に位置する上頭部１１から始まり、車体上面２へ向かうにつれて上方へ傾斜するように形成されている。上面誘導部４は、番線６／１０Ｘ付近で車体上面２と交差するように形成されている。   The upper surface guiding portion 4 is formed to start from the upper head 11 located in the vicinity of the number 17 / 20Z of the end surface 1 of the vehicle body 1 and incline upward toward the upper surface 2 of the vehicle body. The upper surface guiding portion 4 is formed so as to intersect with the vehicle body upper surface 2 in the vicinity of the number 6 / 10X.

図４、図５に示すように、上面誘導部４は、水平面に対して約２５〜３５度程度の傾斜角を有する平坦な傾斜面で形成され、車体Ｓの先頭部ＳＡ及び後尾部ＳＢにおける運転者用又は乗務員用スペースの頭上に形成されている。そのため、上面誘導部４は、客室の天井スペースを狭めることなく形成することができる。また、先頭部ＳＡ及び後尾部ＳＢの車体側面３には、運転者用又は乗務員用の確認窓３４を備え、第１側面誘導部５は、車体端面１の両隅部ＳＣから確認窓３４の間に形成されている。そのため、第１側面誘導部５は、客室の側壁スペースを狭めることなく形成することができる。   As shown in FIGS. 4 and 5, the upper surface guiding portion 4 is formed of a flat inclined surface having an inclination angle of about 25 to 35 degrees with respect to the horizontal plane, and is formed at the head portion SA and the rear portion SB of the vehicle body S. It is formed above the driver's or crew's space. Therefore, the upper surface guide part 4 can be formed without narrowing the ceiling space of the cabin. The vehicle body side surface 3 of the head portion SA and the tail portion SB includes a driver or crew member confirmation window 34, and the first side surface guide portion 5 extends from both corners SC of the vehicle body end surface 1 to the confirmation window 34. It is formed between. Therefore, the 1st side surface guidance | induction part 5 can be formed, without narrowing the side wall space of a guest room.

第１側面誘導部５の溝上端部５１は、水平面に対して約２０度程度の傾斜角を有し、第
２側面誘導部６の溝上端部６１は、水平面に対して約１７度程度の傾斜角を有して形成さ
れている。第２側面誘導部６は、車体端面１に近づくにつれて溝上端部６１と溝下端部
６２との距離が徐々に小さくなるように形成されている。
第１側面誘導部５の溝深さｍ１は、第２側面誘導部６の溝深さｍ２より大きく形成されている。第１側面誘導部５の溝深さｍ１は、前後方向及び上下方向で略同一の深さに形成されている。 The groove upper end portion 51 of the first side surface guiding portion 5 has an inclination angle of about 20 degrees with respect to the horizontal plane, and the groove upper end portion 61 of the second side surface guiding portion 6 is about 17 degrees with respect to the horizontal plane. It is formed with an inclination angle. The second side surface guiding portion 6 is formed such that the distance between the groove upper end portion 61 and the groove lower end portion 62 gradually decreases as the vehicle body end surface 1 is approached.
The groove depth m1 of the first side surface guiding portion 5 is formed larger than the groove depth m2 of the second side surface guiding portion 6. The groove depth m1 of the first side surface guiding portion 5 is formed to have substantially the same depth in the front-rear direction and the up-down direction.

＜走行時における気流の流れ状態＞
次に、本鉄道車両における走行時における気流の流れ状態を、比較例１、２と対比しつつ、図６〜図８を用いて説明する。図６に、図１に示す鉄道車両に対する比較例１の模式的斜視図を示す。図７に、図１に示す鉄道車両に対する比較例２の模式的斜視図を示す。図８に、図１に示す鉄道車両の走行時における気流の流れ状態を、比較例１、２との対比で表す模式的側面図を示す。 <Airflow state during travel>
Next, the flow state of the airflow during traveling in the railway vehicle will be described with reference to FIGS. FIG. 6 shows a schematic perspective view of Comparative Example 1 for the railway vehicle shown in FIG. FIG. 7 is a schematic perspective view of Comparative Example 2 for the railway vehicle shown in FIG. FIG. 8 is a schematic side view showing the flow state of the airflow when the railway vehicle shown in FIG.

図６に示すように、比較例１の鉄道車両３０は、車体端面３１と車体上面３２と車体側面３３とを有する略直方体からなる車体Ｓ１を備えている。車体Ｓ１の先頭部ＳＡ及び後尾部ＳＢは、車体端面３１を垂直状に切り落として形成する切妻型の車体形状である。なお、車両の長手方向をＸ軸で表示し、車両の幅方向をＹ軸で表示し、車両の高さ方向をＺ軸で表示し、比較例１の鉄道車両３０における車体長さ、車体幅、及び車体高さは、本鉄道車両１０における車体長さ、車体幅、及び車体高さと、それぞれ同一である。   As shown in FIG. 6, the railway vehicle 30 of the first comparative example includes a vehicle body S <b> 1 formed of a substantially rectangular parallelepiped having a vehicle body end surface 31, a vehicle body upper surface 32, and a vehicle body side surface 33. The head portion SA and the tail portion SB of the vehicle body S1 have a gable-type vehicle body shape formed by cutting the vehicle body end surface 31 vertically. Note that the longitudinal direction of the vehicle is displayed on the X axis, the width direction of the vehicle is displayed on the Y axis, the height direction of the vehicle is displayed on the Z axis, and the vehicle body length and vehicle body width in the railway vehicle 30 of Comparative Example 1 are displayed. , And the vehicle body height are the same as the vehicle body length, the vehicle body width, and the vehicle body height in the railway vehicle 10, respectively.

図７に示すように、比較例２の鉄道車両２０は、車体端面２１と車体上面２２と車体側面２３とを有する略直方体からなる車体Ｓ２を備えている。車体Ｓ２の先頭部ＳＡ及び後尾部ＳＢには、車体端面２１の上頭部２１１から、それぞれ車体上面２２に向けて傾斜状に形成された上面誘導部２４を備えている。上面誘導部２４は、本鉄道車両１０の上面誘導部４と同一形状に形成されている。なお、車両の長手方向をＸ軸で表示し、車両の幅方向をＹ軸で表示し、車両の高さ方向をＺ軸で表示し、比較例２の鉄道車両２０における車体長さ、車体幅、及び車体高さは、本鉄道車両１０における車体長さ、車体幅、及び車体高さと、それぞれ同一である。   As shown in FIG. 7, the railway vehicle 20 of Comparative Example 2 includes a vehicle body S <b> 2 formed of a substantially rectangular parallelepiped having a vehicle body end surface 21, a vehicle body upper surface 22, and a vehicle body side surface 23. The head portion SA and the tail portion SB of the vehicle body S2 are provided with an upper surface guiding portion 24 that is inclined from the upper head 211 of the vehicle body end surface 21 toward the upper surface 22 of the vehicle body. The upper surface guiding part 24 is formed in the same shape as the upper surface guiding part 4 of the railway vehicle 10. The longitudinal direction of the vehicle is displayed on the X axis, the width direction of the vehicle is displayed on the Y axis, the height direction of the vehicle is displayed on the Z axis, and the vehicle body length and vehicle body width in the railcar 20 of Comparative Example 2 are displayed. , And the vehicle body height are the same as the vehicle body length, the vehicle body width, and the vehicle body height in the railway vehicle 10, respectively.

図８（ａ）は、比較例１の鉄道車両３０が矢印Ｆの方向へ走行したときの気流の流れを概念的に表示している。図８（ａ）に示すように、車体端面３１に衝突した気流Ｋ３１は、車体端面３１に沿って上方へ流れた後に、車体上面３２の上方を円弧状に湾曲した先頭部湾曲気流Ｋ３２を形成する。先頭部湾曲気流Ｋ３２の後半では、先頭部湾曲気流Ｋ３２からはく離する先頭部はく離気流Ｋ３３１が発生する。先頭部湾曲気流Ｋ３２は、先頭部を通過すると、車体上面３２に沿って流れる上面定常気流Ｋ３３を形成する。上面定常気流Ｋ３３が後尾部を通過すると、逆Ｓ字状に僅かに下方へ湾曲する後尾部湾曲気流Ｋ３４、Ｋ３５を形成する。この場合、後尾部湾曲気流Ｋ３４、Ｋ３５は、車体端面３１の後方に引きずられる後尾部はく離気流Ｋ３５１を大きく形成する。   FIG. 8A conceptually shows the flow of the airflow when the railway vehicle 30 of the comparative example 1 travels in the direction of arrow F. As shown in FIG. 8 (a), the airflow K31 colliding with the vehicle body end surface 31 flows upward along the vehicle body end surface 31, and then forms a head portion curved airflow K32 that is curved in an arc shape above the vehicle body upper surface 32. To do. In the second half of the head portion curved airflow K32, a head portion separation airflow K331 that separates from the head portion curved airflow K32 is generated. When the head portion curved airflow K32 passes through the head portion, an upper surface steady airflow K33 that flows along the vehicle body upper surface 32 is formed. When the upper surface steady air flow K33 passes through the tail portion, tail curved air currents K34 and K35 are formed that are slightly curved downward in an inverted S shape. In this case, the tail curved airflows K34 and K35 largely form a tail separation airflow K351 dragged rearward of the vehicle body end surface 31.

また、図８（ｂ）は、比較例２の鉄道車両２０が矢印Ｆの方向へ走行したときの気流の流れを概念的に表示している。図８（ｂ）に示すように、車体端面２１に衝突した気流Ｋ２１は、車体端面２１に沿って上方へ流れた後に、先頭部に形成された上面誘導部２４に沿って車体上面２２へ流れる先頭部傾斜気流Ｋ２２を形成する。先頭部傾斜気流Ｋ２２は、上面誘導部２４及び車体上面２２に沿って流れるので、先頭部傾斜気流Ｋ２２からはく離する先頭部はく離気流Ｋ２２１は、比較例１に比べて大きく減少する。先頭部傾斜気流Ｋ２２は、先頭部を通過すると、車体上面２２に沿って流れる上面定常気流Ｋ２３を形成する。上面定常気流Ｋ２３が後尾部を通過すると、後尾部に形成された上面誘導部２４に沿って逆Ｓ字状に大きく下方へ湾曲する後尾部湾曲気流Ｋ２４、Ｋ２５を形成する。   FIG. 8B conceptually displays the flow of the airflow when the railcar 20 of Comparative Example 2 travels in the direction of arrow F. As shown in FIG. 8B, the airflow K21 colliding with the vehicle body end surface 21 flows upward along the vehicle body end surface 21, and then flows to the vehicle body upper surface 22 along the upper surface guide portion 24 formed at the head portion. A leading portion inclined airflow K22 is formed. Since the leading portion inclined airflow K22 flows along the upper surface guiding portion 24 and the vehicle body upper surface 22, the leading portion separating airflow K221 that separates from the leading portion inclined airflow K22 is greatly reduced as compared with the first comparative example. When the head portion inclined airflow K22 passes through the head portion, a top surface steady airflow K23 that flows along the vehicle body upper surface 22 is formed. When the upper surface steady air flow K23 passes through the tail part, tail-curved air currents K24 and K25 are formed that are curved downwardly in an inverted S shape along the upper surface guiding part 24 formed in the tail part.

この場合、後尾部湾曲気流Ｋ２４、Ｋ２５は、逆Ｓ字状に大きく下方へ湾曲するので、車体端面３１の後方に引きずられる後尾部はく離気流Ｋ２５１が、比較例１に比べて大きく減少する。ただし、車体側面２３に沿って後方へ流れる側面気流Ｋ２４１が、後尾部において上面誘導部２４に誘導されて上方へ湾曲して流れるので、後尾部はく離気流Ｋ２５１の減少を阻害する傾向がある。   In this case, the tail curved airflows K24 and K25 are greatly curved downward in an S shape, so that the tail separation airflow K251 dragged rearward of the vehicle body end surface 31 is greatly reduced as compared with the first comparative example. However, since the side airflow K241 that flows rearward along the vehicle body side surface 23 is guided by the upper surface guiding portion 24 in the rear portion and flows upward, it tends to hinder the decrease in the rear separation airflow K251.

また、図８（ｃ）は、本鉄道車両１０が矢印Ｆの方向へ走行したときの気流の流れを概念的に表示している。図８（ｃ）に示すように、車体端面１に衝突した気流Ｋ１は、車体端面１に沿って上方へ流れた後に、先頭部に形成された上面誘導部４に沿って車体上面２へ流れる先頭部傾斜気流Ｋ２を形成する。先頭部傾斜気流Ｋ２は、上面誘導部４及び車体上面２に沿って流れるので、先頭部傾斜気流Ｋ２からはく離する先頭部はく離気流Ｋ２１は、比較例１に比べて大きく減少する。先頭部傾斜気流Ｋ２は、先頭部を通過すると、車体上面２に沿って流れる上面定常気流Ｋ３を形成する。上面定常気流Ｋ３が後尾部を通過すると、後尾部に形成された上面誘導部４に沿って逆Ｓ字状に大きく下方へ湾曲する後尾部湾曲気流Ｋ４、Ｋ５を形成する。   FIG. 8C conceptually shows the flow of airflow when the railway vehicle 10 travels in the direction of arrow F. As shown in FIG. 8C, the airflow K1 colliding with the vehicle body end surface 1 flows upward along the vehicle body end surface 1, and then flows to the vehicle body upper surface 2 along the upper surface guiding portion 4 formed at the head portion. A leading portion inclined airflow K2 is formed. Since the leading portion inclined airflow K2 flows along the upper surface guiding portion 4 and the vehicle body upper surface 2, the leading portion separation airflow K21 that separates from the leading portion inclined airflow K2 is greatly reduced as compared with the first comparative example. The head portion inclined airflow K2 forms an upper surface steady airflow K3 that flows along the vehicle body upper surface 2 when passing through the head portion. When the upper surface steady air flow K3 passes through the tail part, tail curved air currents K4 and K5 that are bent downward in a reverse S shape along the upper surface guiding part 4 formed in the tail part are formed.

この場合、後尾部湾曲気流Ｋ４、Ｋ５は、逆Ｓ字状に大きく下方へ湾曲するので、車体端面１の後方に引きずられる後尾部はく離気流Ｋ５１が、比較例１に比べて大きく減少する。また、車体端面１に衝突した気流Ｋ１は、先頭部に形成された第１側面誘導部５、第２側面誘導部６によって水平方向へ整流される側面気流Ｋ１１、Ｋ１２を形成する。水平方向へ整流される側面気流Ｋ１１、Ｋ１２が、後尾部に形成された第１側面誘導部５、第２側面誘導部６によって更に水平方向の流れに整流されるので、上面誘導部４に誘導されて上方へ湾曲する気流の流れを低減させる。そのため、後尾部はく離気流Ｋ５１を比較例２より更に減少させることができる。   In this case, the tail-curved airflows K4 and K5 are greatly curved downward in an inverted S shape, so that the tail-separated airflow K51 dragged rearward of the vehicle body end surface 1 is greatly reduced as compared with the first comparative example. The airflow K1 that has collided with the vehicle body end surface 1 forms side airflows K11 and K12 that are rectified in the horizontal direction by the first side surface guiding portion 5 and the second side surface guiding portion 6 that are formed at the leading portion. The side airflows K11 and K12 rectified in the horizontal direction are further rectified into a horizontal flow by the first side surface guiding portion 5 and the second side surface guiding portion 6 formed in the rear portion, and are thus guided to the upper surface guiding portion 4. The flow of the airflow that is bent upward is reduced. Therefore, the tail separation airflow K51 can be further reduced as compared with Comparative Example 2.

＜走行方向後方における気流の速度ベクトル＞
次に、本鉄道車両の走行方向後方における気流の速度ベクトルを、比較例２と対比しつつ、図９、図１０を用いて説明する。図９に、図１に示す鉄道車両の走行方向後方における気流の速度ベクトル図を示す。図１０に、図７に示す比較例２の走行方向後方における気流の速度ベクトル図を示す。図９、図１０は、便宜上、いずれも車体の右半分を表示している。 <Velocity vector of airflow behind the running direction>
Next, the velocity vector of the airflow behind the railroad vehicle in the traveling direction will be described with reference to FIGS. FIG. 9 shows a velocity vector diagram of the airflow behind the railway vehicle shown in FIG. FIG. 10 is a velocity vector diagram of the airflow behind the traveling direction of Comparative Example 2 shown in FIG. 9 and 10 both show the right half of the vehicle body for convenience.

図９、図１０では、後尾部の車体端面１、２１から後方へ所定距離だけ離間した地点のＹＺ面における気流の流れ（方向及び流速）を可視化するため、速度ベクトルを用いて表示している。ここで、実線の矢印で表示するＶ１、Ｖ３は、気流の流れが安定していて、気流がはく離していない領域を示している。一方、破線の矢印で表示するＶ２、Ｖ４は、気流の流れが不安定で、気流がはく離している領域を示している。   In FIG. 9 and FIG. 10, in order to visualize the flow (direction and flow velocity) of the airflow on the YZ plane at a predetermined distance away from the rear vehicle body end surfaces 1 and 21, the velocity vector is displayed. . Here, V <b> 1 and V <b> 3 displayed by solid arrows indicate regions where the airflow is stable and the airflow is not separated. On the other hand, V2 and V4 displayed by dashed arrows indicate regions where the airflow is unstable and the airflow is separated.

図９に示すように、本鉄道車両１０においては、後尾部の車体端面１から後方へ流れる気流の速度ベクトルＶ１が、車体隅部の上下方向中央部Ｑにおいて略水平方向を向き、車体の中心側へ均等に回り込む傾向がみられる。
これに対して、図１０に示すように、比較例２の鉄道車両２０においては、後尾部の車体端面１から後方へ流れる気流の速度ベクトルＶ３が、車体隅部の上下方向中央部Ｑにおいて斜め上方向と斜め下方向とに分離して向き、特に車体隅部の上下方向中央部Ｑにおいて、車体の中心側へ回り込む傾向が少ない。 As shown in FIG. 9, in this railway vehicle 10, the velocity vector V1 of the airflow flowing rearward from the vehicle body end surface 1 at the rear is directed substantially horizontally at the vertical center Q of the vehicle body corner, and the center of the vehicle There is a tendency to wrap around evenly.
On the other hand, as shown in FIG. 10, in the railcar 20 of the comparative example 2, the velocity vector V3 of the airflow flowing rearward from the vehicle body end surface 1 at the rear is oblique at the vertical center Q of the vehicle body corner. The direction is separated into an upward direction and a diagonally downward direction, and there is little tendency to go around to the center side of the vehicle body, particularly at the central portion Q in the vertical direction of the vehicle body corner.

その結果、本鉄道車両１０においては、車体の中心側に存在する気流のはく離領域（速度ベクトルＶ２の領域）が、比較例２の鉄道車両２０において車体の中心側に存在する気流のはく離領域（速度ベクトルＶ４の領域）より、小さく形成されていることを確認できる。これは、本鉄道車両１０の先頭部ＳＡ及び後尾部ＳＢに形成した側面誘導部５、６による気流の整流効果が大きいと推定できる。   As a result, in the present railcar 10, the airflow separation region (the region of the velocity vector V2) existing on the center side of the vehicle body is the airflow separation region (region of the velocity vector V2) in the railcar 20 of the comparative example 2 ( It can be confirmed that it is smaller than the area of the velocity vector V4. This can be presumed that the airflow rectifying effect by the side surface guiding parts 5 and 6 formed in the head part SA and the rear part SB of the railway vehicle 10 is large.

＜後尾部における気流の圧力分布＞
次に、本鉄道車両の後尾部における気流の圧力分布を、比較例２との対比しつつ、図１１、図１２を用いて説明する。図１１に、図１に示す鉄道車両の後尾部における圧力分布図を示す。図１２に、図７に示す比較例２の後尾部における圧力分布図を示す。図１１、図１２では、気流の圧力をＰ１〜Ｐ６まで、６段階に層別して表示している。圧力の高さは、Ｐ１＞Ｐ２＞Ｐ３＞Ｐ４＞Ｐ５＞Ｐ６の順に層別されている。 <Air pressure distribution in the tail>
Next, the pressure distribution of the airflow at the rear part of the railway vehicle will be described with reference to FIGS. 11 and 12 while being compared with Comparative Example 2. FIG. FIG. 11 shows a pressure distribution diagram in the rear part of the railway vehicle shown in FIG. FIG. 12 shows a pressure distribution diagram in the tail part of the comparative example 2 shown in FIG. In FIG. 11 and FIG. 12, the pressure of the airflow is displayed in six stages from P1 to P6. The height of the pressure is layered in the order of P1>P2>P3>P4>P5> P6.

図１１に示すように、本鉄道車両１０においては、後尾部における高さ方向（Ｚ方向）及び幅方向（Ｙ方向）の中心付近に最も高い圧力Ｐ１の領域が高さ方向に長径を有する略長円状に形成され、圧力Ｐ１の領域の周囲に次に高い圧力Ｐ２の領域が略一定の幅で形成されている。また、圧力Ｐ２の領域は、車体隅部付近にも縦長に形成されている。また、圧力Ｐ３の領域は、車体端面の上頭部から下方で中心部（圧力Ｐ１、Ｐ２の領域）を除く車体隅部の圧力Ｐ２の領域に挟まれた範囲に形成されている。また、圧力Ｐ４、Ｐ５の領域は、主に車体端面の上頭部から上方の範囲に形成され、圧力Ｐ４の領域の方が、圧力Ｐ５の領域より大きく形成されている。また、最も低い圧力Ｐ６の領域が、車体側面に沿って幅狭く形成されている。   As shown in FIG. 11, in this railway vehicle 10, the region of the highest pressure P1 in the vicinity of the center in the height direction (Z direction) and the width direction (Y direction) in the rear portion has a major axis in the height direction. It is formed in an oval shape, and a region of the next highest pressure P2 is formed with a substantially constant width around the region of the pressure P1. Further, the region of the pressure P2 is also formed vertically long near the corner of the vehicle body. Further, the region of pressure P3 is formed in a range sandwiched between regions of pressure P2 at the corners of the vehicle body excluding the central portion (regions of pressures P1 and P2) from the upper head of the end surface of the vehicle body. The regions of pressure P4 and P5 are mainly formed in the range above the top of the vehicle body end face, and the region of pressure P4 is formed larger than the region of pressure P5. Further, the region of the lowest pressure P6 is formed narrow along the side surface of the vehicle body.

これに対して、図１２に示すように、比較例２の鉄道車両２０においては、後尾部における高さ方向（Ｚ方向）及び幅方向（Ｙ方向）の中心付近に最も高い圧力Ｐ１の領域が略真円状に形成され、圧力Ｐ１の領域の周囲に次に高い圧力Ｐ２の領域と圧力Ｐ３の領域とがそれぞれ略一定の幅で形成されている。また、圧力Ｐ３の領域は、車体隅部付近にも縦長に形成されている。また、圧力Ｐ４の領域は、車体端面の上頭部から下方で中心部（圧力Ｐ１、Ｐ２、Ｐ３の領域）を除く車体隅部の圧力Ｐ３の領域に挟まれた範囲に形成されている。また、圧力Ｐ４、Ｐ５の領域は、主に車体端面の上頭部から上方の範囲に形成され、圧力Ｐ５の領域の方が、圧力Ｐ４の領域より大きく形成されている。また、最も低い圧力Ｐ６の領域が、車体側面に沿って幅狭く形成されている。   On the other hand, as shown in FIG. 12, in the railcar 20 of the comparative example 2, the region of the highest pressure P1 is located near the center in the height direction (Z direction) and the width direction (Y direction) in the rear part. It is formed in a substantially circular shape, and the region of the next highest pressure P2 and the region of the pressure P3 are formed with a substantially constant width around the region of the pressure P1. Further, the region of the pressure P3 is also formed vertically long near the corner of the vehicle body. Further, the region of pressure P4 is formed in a range sandwiched between regions of pressure P3 at the corners of the vehicle body excluding the central portion (regions of pressures P1, P2, and P3) from the upper head of the end surface of the vehicle body. Further, the pressure P4 and P5 regions are mainly formed in the range above the top of the vehicle body end face, and the pressure P5 region is formed larger than the pressure P4 region. Further, the region of the lowest pressure P6 is formed narrow along the side surface of the vehicle body.

以上の圧力分布結果から、本鉄道車両１０の後尾部における圧力は、比較例２の鉄道車両２０の後尾部における圧力より全体的に高く形成されていることが明らかである。このように、本鉄道車両１０の後尾部で全体的に圧力が高くなり、圧力回復が促進された理由は、図９、図１０において説明したように、側面誘導部５、６によって気流の整流が促進され、後尾部における気流のはく離現象が低減されたことによる。後尾部において気流の圧力が回復したことは、すなわち進行方向に押す力が増加したことになるので、空気抵抗の低減に結びついている。   From the above pressure distribution results, it is clear that the pressure at the rear portion of the railway vehicle 10 is generally higher than the pressure at the rear portion of the rail vehicle 20 of Comparative Example 2. As described above, the reason why the pressure is generally increased at the rear portion of the railway vehicle 10 and the pressure recovery is promoted is as follows. As described with reference to FIGS. This is because the phenomenon of airflow separation in the rear part is reduced. The recovery of the pressure of the airflow at the rear part means that the pushing force in the traveling direction is increased, which leads to a reduction in air resistance.

＜空気抵抗係数の評価結果＞
次に、本鉄道車両における空気抵抗係数の評価結果を、図１３、図１４を用いて説明する。図１３に、図１に示す鉄道車両及び比較例１、比較例２の空気抵抗係数の評価結果グラフを示す。図１４に、図１に示す鉄道車両の地下鉄トンネル内における模式的正面図を示す。ここで、図１３に示す空気抵抗係数Ｔは、図１４に示す地下鉄トンネル８内を時速６５ｋｍで走行したときの計算結果である。 <Evaluation results of air resistance coefficient>
Next, the evaluation results of the air resistance coefficient in this railway vehicle will be described with reference to FIGS. In FIG. 13, the evaluation result graph of the air resistance coefficient of the railway vehicle shown in FIG. 1 and Comparative Examples 1 and 2 is shown. FIG. 14 is a schematic front view of the railway vehicle shown in FIG. 1 in the subway tunnel. Here, the air resistance coefficient T shown in FIG. 13 is a calculation result when traveling in the subway tunnel 8 shown in FIG. 14 at a speed of 65 km / h.

図１３に示すように、先頭部ＳＡ及び後尾部ＳＢに上面誘導部２４、４を備えた比較例２の鉄道車両２０及び本鉄道車両１０の空気抵抗係数Ｔ２、Ｔ３は、先頭部ＳＡ及び後尾部ＳＢに上面誘導部を備えない比較例１の鉄道車両３０の空気抵抗係数Ｔ１の半分以下に低減されている。また、先頭部ＳＡ及び後尾部ＳＢに側面誘導部５、６を備えた本鉄道車両１０の空気抵抗係数Ｔ３は、先頭部ＳＡ及び後尾部ＳＢに側面誘導部を備えない比較例２の鉄道車両２０の空気抵抗係数Ｔ２より更に低減されている。   As shown in FIG. 13, the air resistance coefficients T2 and T3 of the railcar 20 of Comparative Example 2 and the railcar 10 of the comparative example 2 having the top part SA and the tail part SB provided with the upper surface guide parts 24 and 4 are the leading part SA and the rear part. The tail portion SB is reduced to half or less of the air resistance coefficient T1 of the railway vehicle 30 of the comparative example 1 that does not include the upper surface guiding portion. Further, the air resistance coefficient T3 of the railway vehicle 10 provided with the side guide portions 5 and 6 at the head portion SA and the tail portion SB is the rail vehicle according to the comparative example 2 that does not include the side guide portions at the head portion SA and the tail portion SB. The air resistance coefficient T2 is further reduced to 20.

図１４に示すように、地下鉄トンネル８は、トンネル中心ＴＣに対してレール８１が対称に２組配置された複線トンネルである。本鉄道車両１０の下端から突出する車輪７が、レール８１上を走行する。この地下鉄トンネル８は、本鉄道車両１０の車体高さｈ、車体幅０．９ｈに対して、トンネル高さ１．４ｈ、トンネル幅２．６ｈの矩形断面に形成されている。また、本鉄道車両１０は、トンネル中心ＴＣから０．６ｈ離れた位置を走行する。そのため、車体上面２と地下鉄トンネル８の天井壁との隙間が、０．２ｈとなり、車体側面３と地下鉄トンネル８の側壁との隙間が、０．２５ｈとなる。また、地下鉄トンネル８の横断面積に対する車体の横断面積比は、０．２５程度である。   As shown in FIG. 14, the subway tunnel 8 is a double track tunnel in which two sets of rails 81 are arranged symmetrically with respect to the tunnel center TC. The wheel 7 protruding from the lower end of the railway vehicle 10 travels on the rail 81. The subway tunnel 8 is formed in a rectangular cross section having a tunnel height of 1.4 h and a tunnel width of 2.6 h with respect to the vehicle body height h and the vehicle body width of 0.9 h. In addition, the railway vehicle 10 travels at a position 0.6 h away from the tunnel center TC. Therefore, the gap between the vehicle body upper surface 2 and the ceiling wall of the subway tunnel 8 is 0.2 h, and the gap between the vehicle body side surface 3 and the side wall of the subway tunnel 8 is 0.25 h. The ratio of the cross-sectional area of the vehicle body to the cross-sectional area of the subway tunnel 8 is about 0.25.

このように、先頭部ＳＡ及び後尾部ＳＢに上面誘導部４及び側面誘導部５、６を備えた本鉄道車両１０は、地下鉄トンネル８の天井壁及び側壁と車体との隙間が、車体高さの２０〜２５％程度の狭い空間を走行する場合においても、先頭部ＳＡ及び後尾部ＳＢにおける気流の流れを上面誘導部４及び側面誘導部５、６が整流することによって、気流のはく離を抑制して、空気抵抗の低減を図ることができた。   As described above, the railway vehicle 10 provided with the top surface guide portion 4 and the side surface guide portions 5 and 6 at the head portion SA and the tail portion SB has a clearance between the ceiling wall and the side wall of the subway tunnel 8 and the vehicle body. Even when traveling in a narrow space of about 20 to 25%, the upper surface guiding portion 4 and the side surface guiding portions 5 and 6 rectify the flow of the air flow in the leading portion SA and the trailing portion SB, thereby suppressing the separation of the air flow. Thus, it was possible to reduce the air resistance.

＜作用効果＞
以上、詳細に説明した本実施形態に係る鉄道車両１０によれば、気流誘導部は、先頭部ＳＡ及び後尾部ＳＢにおける車体端面１の上頭部１１から、それぞれ車体上面２に向けて傾斜状に形成された上面誘導部４を備えたので、鉄道車両１０の走行方向にかかわらず、走行前方から車体端面１に衝突する気流Ｋ１を上面誘導部４に沿って車体上面２に誘導し、車体上面２における気流のはく離を抑制することができる。
また、上面誘導部４は、先頭部ＳＡ及び後尾部ＳＢにおける車体端面１の上頭部１１から、それぞれ車体上面２に向けて傾斜状に形成されたので、上面誘導部４によって車体高さｈを増加させることはない。
また、気流誘導部は、先頭部ＳＡ及び後尾部ＳＢにおける車体隅部ＳＣから、それぞれ車体側面３に向けて凹溝状に形成された側面誘導部５、６を備えたので、鉄道車両１０の走行方向にかかわらず、走行方向の車体後方へ流れる気流を側面誘導部５、６に沿って車体後方に誘導し、車体後方における気流のはく離を抑制することができる。
よって、車両高さｈを増加させることなく、先頭部ＳＡ及び後尾部ＳＢの気流はく離を抑制して空気抵抗の低減を図ることが容易な鉄道車両１０を提供することができる。 <Effect>
As described above, according to the railway vehicle 10 according to the present embodiment described in detail, the airflow guiding portion is inclined from the upper head 11 of the vehicle body end surface 1 at the head portion SA and the rear portion SB toward the vehicle body upper surface 2. Therefore, the airflow K1 that collides with the vehicle body end surface 1 from the front of travel is guided to the vehicle body upper surface 2 along the upper surface guide portion 4 regardless of the traveling direction of the railway vehicle 10. The separation of the airflow on the upper surface 2 can be suppressed.
Further, since the upper surface guiding portion 4 is formed to be inclined from the upper head 11 of the vehicle body end surface 1 at the head portion SA and the rear portion SB toward the vehicle upper surface 2, the vehicle body height h is increased by the upper surface guiding portion 4. Will not increase.
Moreover, since the airflow guiding portion includes the side surface guiding portions 5 and 6 that are formed in the groove shape toward the vehicle body side surface 3 from the vehicle body corner portion SC in the head portion SA and the tail portion SB, respectively, Regardless of the traveling direction, the airflow flowing to the rear of the vehicle body in the traveling direction can be guided to the rear of the vehicle body along the side surface guiding portions 5 and 6, and separation of the airflow behind the vehicle body can be suppressed.
Therefore, it is possible to provide the railway vehicle 10 that can easily reduce the air resistance by suppressing the air flow separation of the head portion SA and the tail portion SB without increasing the vehicle height h.

また、本実施形態によれば、側面誘導部５、６は、溝上端部５１、６１が車体側面３から車体隅部ＳＣへ向かうにつれて下方へ傾斜するように形成されたので、走行方向の後方へ車体側面３に沿って流れる気流が上面誘導部４によって上方へ誘導されるのを低減し、気流の向きを略水平方向へ誘導することによって、走行方向の車体後方における気流のはく離をより一層抑制することができる。
その結果、先頭部ＳＡ及び後尾部ＳＢの気流はく離を抑制して、空気抵抗を更に低減させることができる。 Further, according to the present embodiment, the side guide portions 5 and 6 are formed so that the groove upper end portions 51 and 61 are inclined downward as they go from the vehicle body side surface 3 to the vehicle body corner SC. By reducing the airflow flowing along the vehicle body side surface 3 from being guided upward by the upper surface guiding portion 4 and guiding the direction of the airflow in a substantially horizontal direction, the separation of the airflow behind the vehicle body in the traveling direction is further increased. Can be suppressed.
As a result, it is possible to suppress the air flow separation of the head portion SA and the tail portion SB and further reduce the air resistance.

また、本実施形態によれば、側面誘導部には、車体側面３の上下方向中央部に形成された第１側面誘導部５と、上面誘導部４の左右端に隣接して形成された第２側面誘導部６とを備えたので、走行方向の後方へ車体側面３に沿って流れる気流が第２側面誘導部６によって上面誘導部４へ誘導されるのを低減し、かつ、第１側面誘導部５によって気流の向きを略水平方向へより多く誘導することによって、走行方向の車体後方における気流のはく離をより一層抑制することができる。
その結果、先頭部ＳＡ及び後尾部ＳＢの気流はく離を抑制して、空気抵抗を更に一層低減させることができる。 Further, according to the present embodiment, the side guide portion includes the first side guide portion 5 formed at the center in the vertical direction of the vehicle body side surface 3 and the first side guide portion formed adjacent to the left and right ends of the upper surface guide portion 4. Since the second side surface guiding portion 6 is provided, the airflow flowing along the vehicle body side surface 3 backward in the traveling direction is reduced from being guided to the upper surface guiding portion 4 by the second side surface guiding portion 6, and the first side surface By guiding more of the direction of the airflow in the substantially horizontal direction by the guide portion 5, it is possible to further suppress the separation of the airflow behind the vehicle body in the traveling direction.
As a result, it is possible to suppress the air flow separation of the head portion SA and the tail portion SB and further reduce the air resistance.

また、本実施形態によれば、第１側面誘導部５は、車体側面３に対して前後方向及び上下方向で略同一の溝深さに形成されたので、第１側面誘導部５によって誘導される気流の前後方向へ流れる流量を上下方向で均一化して、車体後方における気流のはく離を上下方向で略均一に抑制することができる。
その結果、先頭部ＳＡ及び後尾部ＳＢの気流はく離を上下方向で略均一に抑制して、空気抵抗を更に一層低減させることができる。 Further, according to the present embodiment, the first side surface guiding portion 5 is guided by the first side surface guiding portion 5 because the first side surface guiding portion 5 is formed with substantially the same groove depth in the front-rear direction and the vertical direction with respect to the vehicle body side surface 3. The flow rate of the airflow flowing in the front-rear direction can be made uniform in the vertical direction, and the separation of the airflow behind the vehicle body can be suppressed substantially uniformly in the vertical direction.
As a result, it is possible to suppress the air flow separation of the head portion SA and the tail portion SB substantially uniformly in the vertical direction and further reduce the air resistance.

また、本実施形態によれば、先頭部ＳＡ及び後尾部ＳＢの車体側面３には、運転者用又は乗務員用の確認窓３４を備え、第１側面誘導部５は、車体隅部ＳＣから確認窓３４の間に形成されたので、第１側面誘導部５のために運転者用又は乗務員用の確認窓３４の位置を後方へ変更する必要がなく、車両定員が減少することもない。
その結果、所定の車両定員を確保しつつ、先頭部ＳＡ及び後尾部ＳＢの気流はく離を抑制して、空気抵抗を低減することができる。 Further, according to the present embodiment, the vehicle body side surface 3 of the head portion SA and the rear portion SB is provided with the confirmation window 34 for the driver or crew, and the first side surface guide portion 5 is confirmed from the vehicle body corner SC. Since it was formed between the windows 34, it is not necessary to change the position of the confirmation window 34 for the driver or crew for the first side surface guiding portion 5 to the rear, and the vehicle capacity is not reduced.
As a result, it is possible to reduce air resistance by suppressing air flow separation at the leading portion SA and the trailing portion SB while securing a predetermined vehicle capacity.

また、本実施形態によれば、鉄道車両１０は、地下鉄トンネル８内を走行する地下鉄車両であるので、地下鉄トンネル８内の高さ制約や、幅制約を満足させつつ、地下鉄トンネル内の走行時における先頭部ＳＡ及び後尾部ＳＢの気流はく離を抑制して、空気抵抗を低減することができる。   In addition, according to the present embodiment, the railcar 10 is a subway vehicle that travels in the subway tunnel 8, so that it satisfies the height constraint and width constraint in the subway tunnel 8, while traveling in the subway tunnel. It is possible to suppress air flow separation at the head portion SA and the tail portion SB and reduce air resistance.

以上、本発明の鉄道車両に係る実施形態を詳細に説明したが、本発明はこれに限定されることなく、その趣旨を逸脱しない範囲で様々な変更が可能である。
例えば、本実施形態では、側面誘導部５、６が第１側面誘導部５と第２側面誘導部６とに分離して別々に形成されているが、一体に形成してもよい。 As mentioned above, although embodiment which concerns on the railway vehicle of this invention was described in detail, this invention is not limited to this, A various change is possible in the range which does not deviate from the meaning.
For example, in the present embodiment, the side guide portions 5 and 6 are separately formed separately from the first side guide portion 5 and the second side guide portion 6, but may be formed integrally.

１ 車体端面
２ 車体上面
３ 車体側面
４、５、６ 気流誘導部
４ 上面誘導部
５ 第１側面誘導部（側面誘導部）
６ 第２側面誘導部（側面誘導部）
８ 地下鉄トンネル
１０、２０、３０ 鉄道車両
１１ 上頭部
３４ 確認窓
５１、６１ 溝上端部
５２、６２ 溝下端部
Ｓ 車体
ＳＡ 先頭部
ＳＢ 後尾部
ＳＣ 車体隅部 DESCRIPTION OF SYMBOLS 1 Vehicle body end surface 2 Vehicle body upper surface 3 Vehicle body side surface 4, 5, 6 Airflow guidance part 4 Upper surface guidance part 5 1st side surface guidance part (side surface guidance part)
6 2nd side guidance part (side guidance part)
8 Subway tunnel 10, 20, 30 Railway vehicle 11 Upper head 34 Confirmation window 51, 61 Groove upper end 52, 62 Groove lower end S Vehicle body SA Leading portion SB Rear portion SC Vehicle body corner

Claims (6)

略直方体からなる車体の先頭部及び後尾部に形成された気流導入部を備えた鉄道車両であって、
前記気流誘導部は、前記先頭部及び前記後尾部における車体端面の上頭部から、それぞれ車体上面に向けて傾斜状に形成された上面誘導部と、前記先頭部及び前記後尾部における車体隅部から、それぞれ車体側面に向けて凹溝状に形成された側面誘導部とを備えたこと、
前記先頭部及び前記後尾部は、断面が略四角形状であり、端部に向かって断面積が減少しており、前記上面誘導部及び前記側面誘導部は、前記略四角形状の辺より内側に向かって形成されていること、
を特徴とする鉄道車両。 A railway vehicle provided with an airflow introduction part formed at the front part and rear part of a vehicle body consisting of a substantially rectangular parallelepiped,
The airflow guiding portion includes an upper surface guiding portion that is inclined from the upper head of the vehicle body end surface at the head portion and the tail portion toward the upper surface of the vehicle body, and a vehicle body corner portion at the head portion and the tail portion. From the side guide part formed in the shape of a concave groove toward the side of the vehicle body ,
The head part and the tail part have a substantially quadrangular cross section, and the cross sectional area decreases toward the end part, and the upper surface guide part and the side face guide part are located on the inner side of the substantially square side. Being formed towards the
A railway vehicle characterized by 請求項１に記載された鉄道車両において、
前記側面誘導部は、溝上端部が前記車体側面から前記車体隅部へ向かうにつれて下方へ傾斜するように形成されたことを特徴とする鉄道車両。 The railway vehicle according to claim 1,
The rail vehicle according to claim 1, wherein the side guide portion is formed such that an upper end portion of the groove is inclined downward from the side surface of the vehicle body toward the corner portion of the vehicle body. 請求項１又は請求項２に記載された鉄道車両において、
前記側面誘導部には、前記車体側面の上下方向中央部に形成された第１側面誘導部と、前記上面誘導部の左右端に隣接して形成された第２側面誘導部とを備えたことを特徴とする鉄道車両。 In the railway vehicle according to claim 1 or claim 2,
The side surface guiding portion includes a first side surface guiding portion formed at a vertically central portion of the side surface of the vehicle body and a second side surface guiding portion formed adjacent to the left and right ends of the upper surface guiding portion. A railway vehicle characterized by 請求項３に記載された鉄道車両において、
前記第１側面誘導部は、車体側面に対して前後方向及び上下方向で略同一の溝深さに形成されたことを特徴とする鉄道車両。 In the railway vehicle according to claim 3,
The railway vehicle according to claim 1, wherein the first side surface guide portion is formed to have substantially the same groove depth in the front-rear direction and the vertical direction with respect to the side surface of the vehicle body. 請求項４に記載された鉄道車両において、
前記先頭部及び前記後尾部の前記車体側面には、運転者用又は乗務員用の確認窓を備え、前記第１側面誘導部は、前記車体隅部から前記確認窓の間に形成されたことを特徴とする鉄道車両。 The railway vehicle according to claim 4,
The vehicle body side surface of the head portion and the rear portion is provided with a confirmation window for a driver or a crew member, and the first side surface guide portion is formed between the vehicle body corner and the confirmation window. A featured railway vehicle. 請求項１乃至請求項５のいずれか１項に記載された鉄道車両において、
前記鉄道車両は、地下鉄トンネル内を走行する地下鉄車両であることを特徴とする鉄道車両。
The railway vehicle according to any one of claims 1 to 5,
The railway vehicle is a subway vehicle that travels in a subway tunnel.
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CN110126928A (en) * 2018-02-09 2019-08-16 郑州宇通客车股份有限公司 Body frame and low windage car

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2012148686A (en) * 2011-01-19 2012-08-09 Railway Technical Research Institute Air flow separation suppression structure of moving body

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2012148686A (en) * 2011-01-19 2012-08-09 Railway Technical Research Institute Air flow separation suppression structure of moving body

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110126928A (en) * 2018-02-09 2019-08-16 郑州宇通客车股份有限公司 Body frame and low windage car

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