JP6824683B2 - Rail car - Google Patents

Description

The present invention relates to a railway vehicle, and more particularly to a railway vehicle having a structure for reducing fluid resistance acting on the railway vehicle.

The maximum traveling speed of railway vehicles (hereinafter, sometimes referred to as "vehicles") has been remarkably improved, and in recent years, there have been cases where the maximum traveling speed has been improved from 270 km / h to 285 km / h. At this time, as the traveling speed of the vehicle increases, there is concern about the influence of an increase in noise, a deterioration in riding comfort, and an increase in driving power due to an increase in resistance. In particular, regarding the increase in resistance, in a vehicle traveling at about 200 km / h or more, the resistance caused by the flow of air (hereinafter, may be referred to as "fluid resistance") is dominant, and this fluid resistance is the traveling speed. It is known that it is roughly proportional to the square of. For example, if the traveling speed increases by about 5%, the fluid resistance acting on the vehicle will increase by about 10%. Therefore, if the fluid resistance acting on the vehicle can be reduced by changing the shape of the vehicle, the driving power can be reduced and energy saving can be realized.

A railroad vehicle is mainly composed of a vehicle structure having a space for passengers and crew members and a bogie that supports the vehicle structure. The dolly has wheels, which are in contact with the rails. As the wheels roll on the rails, the railroad vehicle runs along the rails. This vehicle structure is generally rectangular parallelepiped, with the roof on the upper side in the height direction, the floor on the lower side, the left and right sides in the sleeper direction (width direction), and the front and back in the rail direction (longitudinal direction) of the vehicle. There is. Railcars are often operated by connecting a plurality of rolling stocks, and when the rolling stocks are arranged in the vehicle traveling direction, the wives face each other and this portion becomes the distance between the rolling stocks.

Further, since the bogie is sandwiched between the rail and the vehicle structure in the height direction, a space is created between the rail and the vehicle structure. In this space, in addition to the dolly, equipment arranged at the lower part of the vehicle is arranged, and here, the space around the dolly is defined as a gap. Further, in order to protect the equipment arranged at the lower part of the vehicle from flying objects, covers may be installed in front of and behind the vehicle traveling direction with a gap around the bogie sandwiched between them, which is defined as an oblique fusagi plate.

In recent high-speed railway vehicles, the roof, sides, and spaces between vehicles are smoothed, and the resistance (friction resistance) generated by the viscosity of the fluid is greater than the resistance (pressure resistance) generated by the shape of each part. Is dominant. On the other hand, in the gap around the bogie, the resistance (pressure resistance) generated by the flow colliding with the main body of the bogie and the diagonal fusagi plate constituting the gap around the bogie is dominant. Therefore, the fluid resistance can be reduced by reviewing the structure of the gap around the carriage.

As a method of reducing the fluid resistance of the gap around the carriage, there is a method of installing a cover in the gap around the carriage. For example, in Patent Document 1, when viewed from the side of the vehicle body, a cover is installed so as to cover the gap around the bogie, and the cover is formed by a curved surface that is convex toward the inside of the vehicle, thereby forming the vehicle body width of the vehicle body. The fluid resistance is reduced by narrowing the cross-sectional area in the direction.

Further, as another method, for example, in Patent Document 2, regarding the vehicle side surface, a protruding top portion projecting laterally from the vehicle side surface in the peripheral region in front of the vehicle inter-vehicle portion or the opening in the vehicle traveling direction, and the protruding top portion. An air resistance reducing member is used, which has an inclined surface portion forming a downward slope in the vehicle traveling direction from the front and in the vertical direction, and is characterized in that the width in the vertical direction increases from the front to the rear in the vehicle traveling direction. The method can be mentioned. With this air resistance reducing member, the air flow flowing near the side surface of the vehicle body of the railway vehicle is applied to the inclined surface portion and separated from the side surface of the vehicle to the outside, and exists behind the air resistance reducing member in the traveling direction of the railway vehicle. It is possible to prevent the air flow from flowing into the inter-vehicle portion or the opening, and it is possible to satisfactorily reduce the air resistance that the railway vehicle receives from the air flow.

Japanese Patent No. 2626371 Japanese Unexamined Patent Publication No. 2016-43736

However, in the case of a trolley cover as described in Patent Document 1, there is a concern that the trolley covers the entire gap around the trolley in the rail direction, which hinders maintenance workability. Will be done. Further, in the case of the air resistance reducing member as described in Patent Document 2, since the member projecting to the side of the vehicle is installed in the vehicle, the vehicle side must be specified unless an appropriate shape and mounting position are specified. It is feared that the air flow in the air cannot be rectified as expected, and the desired effect of reducing the air resistance may not be obtained.

In view of the above problems, an object of the present invention is to provide a railway vehicle capable of reducing fluid resistance while maintaining workability during maintenance.

In order to achieve the above object, one of the representative railcars of the present invention is a vehicle structure, a bogie that supports the vehicle structure and is arranged on a rail, and faces each other in the rail direction toward the bogie. The slanted fluffy plate and the fluid resistance reducing portion arranged at the corner of the gap around the bogie surrounded by the diagonal fluffy plate facing each other are provided, and the fluid resistance reducing portion has a bottom surface and is formed from the bottom surface. It has a tapered shape in which the cross-sectional area of the cross section perpendicular to the height direction decreases as the height direction increases, and the bottom surface of the fluid resistance reducing portion is formed of a triangle .

According to the present invention, in a railway vehicle, fluid resistance can be reduced while maintaining workability during maintenance.

FIG. 1 is a side view of a railroad vehicle according to the first embodiment of the present invention around a bogie. FIG. 2 is a front view (FIG. 1 view a-view a) of the railroad vehicle according to the first embodiment of the present invention as viewed from the bogie side to the diagonal fuss plate side, and the bogie cover is omitted. FIG. 3 is a front view (FIG. 1 view a-view a) of the railroad vehicle according to the first embodiment of the present invention as viewed from the bogie side to the diagonal fuss plate side, and is a view including the bogie cover. FIG. 4 is a perspective view of the fluid resistance reducing member according to the first embodiment of the present invention. FIG. 5 is a front view (FIG. 1 view a-view a) of the oblique fuss plate side viewed from the carriage side of the second embodiment of the present invention, and is a view in which the carriage cover is omitted. FIG. 6 is a perspective view of a fluid resistance reducing member of a railway vehicle according to a second embodiment of the present invention. FIG. 7 is a front view (FIG. 1 view a-view a) of the diagonal fuss plate side viewed from the carriage side of the third embodiment of the present invention, and is a view in which the carriage cover is omitted. FIG. 8 is a perspective view of the fluid resistance reducing member of the third embodiment of the present invention.

A mode for carrying out the present invention will be described with reference to FIGS. 1 to 8. First, each direction in the description in the embodiment is defined. The direction along the rail (traveling direction, longitudinal direction) is the rail direction 100, and the arrow indicates one traveling direction. The direction along the sleepers (vehicle width direction) is the sleeper direction 110, and the arrow indicates the center side of the railroad vehicle. The height direction (vertical direction) is the height direction 120, and the arrow indicates the upward direction.

The railroad vehicle includes a vehicle structure 1 having a space for passengers and crew members, and a trolley 2 provided at two locations on the lower surface of the vehicle structure 1 near both ends in the rail direction 100 and supporting the vehicle structure 1. On the bogie 2, two pairs of wheels 4 connected by an axle 3 extending in the sleeper direction 110 are arranged in front of and behind the rail direction 100, and the wheels 4 roll on the rail 5.

At the lower end of the vehicle structure 1 in the height direction 120, a side cover 15 that covers the equipment provided under the floor of the vehicle structure 1 from the side surface at a position other than the dolly 2 and a side cover 15 continuous with the side cover 15 of the dolly 2. A carriage cover 14 that covers the side surface in the width direction is provided. Further, at the height of the lower end portion of the side cover 15, a bottom plate (lower fuss plate) 16 that covers the equipment provided under the floor of the vehicle structure 1 from the bottom surface is provided.

The diagonal fusagi plates 6 and 7 are plate-shaped members, and are arranged so as to extend in the sleeper direction 110 so as to face each other with the carriage 2 sandwiched on both sides of the rail direction 100 of the carriage 2. Here, the bogie 2 is formed in a gap portion S which is a space surrounded by the lower surface of the upper vehicle structure 1, the front and rear diagonal fusagi plates 6 and 7, and the bogie covers 14 spaced on both sides in the sleeper direction 110. Be prepared. Further, since the diagonal fusagi plates 6 and 7 are formed in a direction away from the carriage 2 as they go downward, the dimension of the rail direction 100 between the upper ends of the diagonal fusagi plates 6 and 7 facing each other is that of the fusagi plates 6 and 7. It is set smaller than the dimension of 100 in the rail direction between the lower ends.

Hereinafter, specific embodiments of the railway vehicle of the present invention will be shown.

(First Embodiment)
FIG. 1 is a side view of a railroad vehicle according to the first embodiment of the present invention around a bogie. FIG. 2 is a front view (FIG. 1 view a-view a) of the railroad vehicle according to the first embodiment of the present invention as viewed from the bogie side to the diagonal fuss plate side, and the bogie cover is omitted. FIG. 3 is a front view (FIG. 1 view a-view a) of the railroad vehicle according to the first embodiment of the present invention as viewed from the bogie side to the diagonal fuss plate side, and is a view including the bogie cover. FIG. 4 is a perspective view of the fluid resistance reducing member according to the first embodiment of the present invention. In addition, in FIGS. 1 and 4, the carriage cover 14 is shown by a broken line in order to explain the internal structure in an easy-to-understand manner.

The fluid resistance reducing members 10 and 11 are provided on the surface of the diagonal fusagi plates 6 and 7 on the carriage 2 side in a symmetrical shape with respect to the center of the sleeper direction 110 near both sides of the sleeper direction 110. Further, the fluid resistance reducing members 10 and 11 on the diagonal fusagi plates 6 and 7 facing each other also have a symmetrical shape with respect to the center of the carriage 2 in the rail direction 100.

The fluid resistance reducing member 10 has a bottom surface 12 and has a side surface extending upward from the bottom surface 12. One side 121 of the bottom surface 12 is arranged along the sleeper direction 110 of the diagonal fusagi boards 6 and 7. Further, another side 122 of the bottom surface 12 is arranged along the carriage cover 14. One end of the side 121 and the side 122 is connected by a vertex 125. The other end of the side 121 is the apex 126, the other end of the side 122 is the apex 127, and the apex 126 and the apex 127 are connected by the side 123. By making the side 123 a straight line, the bottom surface 12 becomes a triangle. The fluid resistance reducing members 10 and 11 have a tapered shape in which the cross-sectional area of the cross section formed by the surface perpendicular to the height direction 120 becomes smaller as the height of the height direction 120 becomes higher than that of the bottom surface 12. It has become. As a result, the space of the gap portion S is formed wider as it goes upward.

Further, the fluid resistance reducing members 10 and 11 have a bottom surface 13 formed on the carriage cover 14 along the inner side surface, and one side 131 of the bottom surface 13 is common to the side 122 of the bottom surface 12. .. Further, the side 132 is formed from the apex 135 (common with the apex 125) located on the diagonal fusagi plates 6 and 7 side of the side 131 to the apex 136 on the upper side (lower side in FIG. 4) along the inner side surface of the bogie cover 14. Has been done. This side 132 is also a side along the diagonal fusagi plates 6 and 7. Further, the side 133 is from the apex 137 (common with the apex 127) located on the opposite side of the diagonal fusagi plates 6 and 7 of the side 131 to the apex 136 on the upper side (lower side in FIG. 4) along the inner side surface of the bogie cover 14. Is formed. Here, the apex 136 is a point located on the outermost side of the fluid resistance reducing members 10 and 11 in the sleeper direction 110, and the fluid resistance reducing members 10 and 11 are cut in a cross section perpendicular to the sleeper direction 110 toward the outside in the sleeper direction 110. It has a tapered shape with a smaller area.

The fluid resistance reducing members 10 and 11 can be described as a shape in which two parts, a portion A of the substantially tetrahedron and a portion B of the substantially tetrahedron, are connected. Part A has the above-mentioned bottom surface 12, and the bottom surface 12 is a horizontal surface. Further, each side surface is configured from the sides 121, 122, 123 of the bottom surface 12 toward the apex 101 formed on the diagonal fusagi plates 6 and 7 at a position 120 in the height direction higher than the bottom surface 12. There is. The B portion has the above-mentioned bottom surface 13, and each side surface of the bottom surface 13 is configured from the sides 131, 132, 133 of the bottom surface 13 toward the apex 101 common to the A portion.

At this time, the side 128 connecting the apex 126 of the bottom surface 12 to the apex 101 of the lower portion in the A portion is the innermost side of the fluid resistance reducing members 10 and 11. The side 128 is a side that extends outward in the sleeper direction 110 along the diagonal fusagi plates 6 and 7 toward the upper side.

The side surface formed by the side 121 and the apex 101 of the A portion is formed along the surface of the fusagi plates 6 and 7. The side surface formed by the side 132 and the apex 101 of the B portion is formed along the surface of the fuss plates 6 and 7 on the carriage 2 side. Further, the side surface formed by the side 122 and the apex 101 of the A portion and the side surface formed by the side 131 and the apex 101 of the B portion coincide with each other.

One side 121 of the triangle on the bottom surface 12 of the A part is along the lower edge of the diagonal fusagi plates 6 and 7, and the other side 122 (outer side of the sleeper direction 110) of the triangle on the bottom surface 12 is the carriage cover 14. Along the bottom edge. Further, the bottom surface 12 is located substantially on the same surface as the bottom plate 16 that covers the equipment provided under the floor of the vehicle structure 1.

Part A is a tapered tetrahedron formed so that the cross-sectional area of the cross section intersecting the height direction 120 decreases as the height direction 120 increases from the bottom surface 12. The dimensions of one side and the other side 121 and 122 excluding the hypotenuse of the triangle forming the bottom surface 12 are set to, for example, about 500 mm at the maximum so that the fluid resistance reducing members 10 and 11 do not interfere with the carriage 2.

The B portion is a substantially tetrahedron that tapers from the bottom surface 13 including the side 122 along the carriage cover 14 of the triangular bottom surface 12 forming the A portion toward the direction away from the central portion in the sleeper direction 110. The fluid resistance reducing members 10 and 11 including the A portion and the B portion are arranged so as to fill the four corners (corners) at the height of the bottom plate 16 of the gap portion S around the carriage.

Next, the actions and effects of the fluid resistance reducing members 10 and 11 will be described.

By forming the bottom surface 12 of the A portion constituting the fluid resistance reducing members 10 and 11 into a triangle and forming the shape tapered toward the height direction 120, the gap portion S around the carriage at the position of the bottom plate 16 The opening area can be reduced, and the space of the gap S around the carriage can be widened at a position above the bottom plate 16.

By installing the fluid resistance reducing members 10 and 11 at the four corners of the gap portion S, the dimension L (see FIG. 1) of the gap portion S in the rail direction 100 is reduced at the height position of the bottom plate 16 to reduce the gap portion. The opening area at the height of the bottom plate 16 of S can be reduced.

As a result, it is possible to reduce the flow rate of the air flowing down the floor of the railroad vehicle into the gap S around the bogie. The flow flowing into the gap S collides with the bogie 2 and the diagonal fusagi plate 6 and increases the fluid resistance acting on the railroad vehicle. Therefore, the fluid resistance can be reduced by suppressing the flow flowing into the gap S.

Further, since the space of the gap portion S can be widened at a position above the bottom plate 16, maintainability can be ensured. When inspecting the bogie 2 of a railroad vehicle, a maintenance worker may enter the gap S around the bogie 2. At this time, if the gap S around the trolley 2 is narrow, for example, enter the space between the diagonal fuss plate 6 and the trolley 2 (by inserting a head or the like) to check the state of the trolley 2. Becomes difficult.

By making the bottom surface 12 of the fluid resistance reducing members 10 and 11 triangular, for example, it is easier for the maintenance worker to enter the gap around the trolley than in the case of making it a quadrangle, and the fluid resistance reducing members 10 and 11 are further formed. By tapering in the height direction, the work space after the maintenance worker enters the gap around the trolley is expanded, and maintenance can be performed without any inconvenience.

As shown in FIG. 2, the fluid resistance reducing members 10 and 11 of the B portion are arranged so as to fill the gap from both ends of the diagonal fusagi plates 6 and 7 in the sleeper direction 110 to the carriage cover 14. It prevents the flow from flowing in between the 14 and the diagonal cover plates 6 and 7. Since there are four corners including the upstream side and the downstream side with respect to the gap S around one trolley, the fluid resistance reducing member has a maximum of four for the gap S around one trolley. Can be installed.

It was confirmed by simulation that the combination of the bogie cover 14 and the fluid resistance reducing members 10 and 11 reduces the fluid resistance acting on the railroad vehicle as compared with the case where the fluid resistance reducing members 10 and 11 are used alone. ing.

As described above, by using the shapes of the fluid resistance reducing members 10 and 11, it is possible to reduce the fluid resistance and ensure maintainability at the same time.

The fluid resistance reducing members 10 and 11 may be installed at only two locations on the upstream side or only at two locations on the downstream side. In particular, since the influence of the fluid that hits the diagonal fusagi plate 7 on the downstream side is large with respect to the traveling direction, the fluid resistance reducing member 10 installed on the upstream side in the traveling direction is highly effective.

Further, since the leading vehicle in the traveling direction is highly affected by the fluid, even if the fluid resistance reducing member 10 is installed only on the leading vehicle or the diagonal flute plate 6 on the upstream side with respect to the carriage 2 from the leading to several cars, the fluid resistance reducing member 10 is installed. The effect is obtained. For example, in the case of a 16-car train consisting of cars 1 to 16, the fluid resistance reducing member 10 is applied only to the diagonal fuss plate 6 on the upstream side of the bogie 2 when the car 1 is the leading car in the cars 1 to 3 or 1 to 4. The fluid resistance reducing member 11 can be provided on the diagonal fuss plate 7 on the upstream side when the 16th car is the leading car in the 14th to 16th cars or the 13th to 16th cars.

(Second Embodiment)
FIG. 5 is a front view (FIG. 1 view a-view a) of the oblique fuss plate side viewed from the carriage side of the second embodiment of the present invention, and is a view in which the carriage cover is omitted. FIG. 6 is a perspective view of a fluid resistance reducing member of a railway vehicle according to a second embodiment of the present invention. In the second embodiment, the differences from the first embodiment will be mainly described with reference to FIGS. 5 and 6, and the same parts are designated by the same reference numerals.

The fluid resistance reducing members 10'and 11'are installed below both ends of the diagonal fusagi plates 6 and 7 in the sleeper direction 110. The shapes of the fluid resistance reducing members 10'and 11'shown in the second embodiment are flat in the middle of the height direction 120 with respect to the fluid resistance reducing members 10 and 11 shown in the first embodiment. It has the same shape as the one cut in. That is, the A portion and the B portion shown in the first embodiment are the A'part and the B'part in which the upward direction is cut in the middle. As shown in FIG. 6, the bottom surface 12 of the fluid resistance reducing member has a top surface 12a in the A'part and a top surface 12b in the B'part facing the bottom surface 12 facing the height direction 120 (the surface opposite to the bottom surface). Here, the upper surface 12a and the upper surface 12b may be parallel to the bottom surface 12, and may be inclined, particularly inclined toward the inside. Further, the upper surface 12a and the upper surface 12b may be the same plane or different planes. Further, the bottom surface 13'of the B'part has a shape in which the upper portion of the bottom surface 13 shown in the first embodiment is cut off.

In the fluid resistance reducing members 10'and 11'of the second embodiment, the dimension in the height direction 120 is shorter than that of the fluid resistance reducing members 10 and 11 described in the first embodiment, and the gap portion around the carriage is formed. It is possible to secure a wider space above the S, and the effect of improving maintainability can be obtained. Further, since the member is smaller than the fluid resistance reducing members 10 and 11 described in the first embodiment, the weight of the member is lightened and the member can be easily attached.

If the dimensions of the bottom surface 12 of the fluid resistance reducing members 10'and 11'of the second embodiment are the same as those of the fluid resistance reducing members 10 and 11 described in the first embodiment, L in FIG. 1 is used. Since the described dimensions do not change, the effect that the flow flowing down the floor of the vehicle is less likely to enter the gap S around the bogie is maintained. That is, the effect of reducing the fluid resistance obtained in Example 1 is maintained.

(Third Embodiment)
FIG. 7 is a front view (FIG. 1 view a-view a) of the oblique fuss plate side viewed from the carriage side of the third embodiment of the present invention, and the carriage cover is omitted. FIG. 8 is a perspective view of the fluid resistance reducing member of the third embodiment of the present invention. In the third embodiment, the differences from the second embodiment will be mainly described with reference to FIGS. 7 and 8, and the same parts are designated by the same reference numerals.

The fluid resistance reducing members 10 ″ and 11 ″ of the third embodiment are both ends of the diagonal fusagi plates 6 and 7 of the fluid resistance reducing members 10 ′ and 11 ′ shown in the second embodiment in the sleeper direction 110. In addition to the A'part and the B'part installed in the above, there is a C portion which is an extending portion extending to the center along the sleeper direction 110 of the oblique fluid plates 6 and 7. The C portion is installed at the lower end of the diagonal tie plates 6 and 7, and connects the A'parts provided on both sides of the sleeper direction 110, and is provided over the entire width of the diagonal tie plates 6 and 7 in the sleeper direction. Has been done. A bottom surface 12c is formed on the C portion, which is located substantially on the same surface as the bottom surface 12 of the A portion. That is, it is flush with the bottom surface of the bottom plate 16.

The dimension of the rail direction 100 of the C portion is determined within a range in which the C portion and the carriage 2 do not interfere with each other. By forming the fluid resistance reducing members 10 ″ and 11 ″ including the C portion, the dimensions of the gap portion S around the carriage 2 in the C portion on the central portion side of the sleeper direction 110 in the rail direction 100 (in FIG. 1). (Corresponding to the dimension described by L) becomes shorter.

The C part may be added to the A part and the B part of the first embodiment.

By adding the C portion to the fluid resistance reducing members 10 and 11 or the fluid resistance reducing members 10'and 11'as in the third embodiment, the flow flowing down under the vehicle floor over the entire width in the sleeper direction 110 can be generated. Since it is difficult to enter the gap S around the carriage, it is possible to improve the amount of reduction in fluid resistance.

(Fourth Embodiment)
In the first to third embodiments described above, the fluid resistance reducing members 10, 10', 10', 11, 11', and 11'have been described as structures having each side surface independently. At this time, a solid structural member (for example, foamed metal that can be expected to have a sound absorbing effect) can be applied to these structures.

However, even if the fluid resistance reducing members 10, 10 ′, 10 ″, 11, 11 ′, and 11 ″ are hollow, the performance equivalent to the performance described in the first to third embodiments can be obtained. .. Specifically, the first to third implementations are carried out by providing a frame for installing the fluid resistance reducing members 10, 10', 10'', 11, 11', 11'', and providing a flat plate on the frame. The shape shown in the form may be fastened. By making the fluid resistance reducing members 10, 10', 10'', 11, 11', 11'' hollow, the total weight of the vehicle can be reduced while maintaining the fluid resistance reduction effect and maintainability. can do. At this time, the surface on the side of the trolley cover 14 and the surface on the side of the diagonal fluff plates 6 and 7 can be omitted because the trolley cover 14 or the diagonal fluff plates 6 and 7 can be configured as side surfaces as they are.

Further, the fluid resistance reducing members 10, 10', 10', 11, 11', and 11'can be configured as separate bodies from the bogie cover 14 and the diagonal fusagi plates 6 and 7, but the bogie cover It may be formed integrally with any of 14 and the oblique fluid plates 6 and 7. That is, the fluid resistance reducing members 10, 10', 10'', 11, 11', and 11'' can be applied as the fluid resistance reducing unit, whether integrally or separately, as long as the functions are fulfilled. ..

Although each embodiment has been described above, the present invention is not limited to each of the above-described embodiments, and various modifications are included. For example, the above-described embodiment has been described in detail in order to explain the present invention in an easy-to-understand manner, and is not necessarily limited to the one including all the described configurations. Further, it is possible to replace a part of the configuration of one embodiment with the configuration of another embodiment, and it is also possible to add the configuration of another embodiment to the configuration of one embodiment. Further, it is possible to add / delete / replace a part of the configuration of each embodiment with another configuration.

For example, in order to reduce the fluid resistance, it is important to shorten the dimension of the gap portion around the carriage in the rail direction 100 so that the flow does not flow into the gap portion S around the carriage. Therefore, only the A part of the fluid resistance reducing members 10 and 11, only the A'part of the fluid resistance reducing members 10 ′, 10 ″, 11 ′ and 11 ″, and the C of the fluid resistance reducing members 10 ″ and 11 ″ It is expected that the fluid resistance acting on the vehicle will be reduced as compared with the case where there is no fluid resistance reducing member even when the installation is made up of only parts.

1 ... Body structure 2 ... Bogie 3 ... Axle 4 ... Wheels 5 ... Rails 6, 7 ... Diagonal sleeper plates 10, 10', 10'', 11, 11', 11'' ... Fluid resistance reducing members 12, 13 ... Bottom surface 12a, 12b ... Top surface 12c ... Bottom surface 14 ... Dolly cover 15 ... Side cover 16 ... Bottom plate 100 ... Rail direction 110 ... Sleeper direction 120 ... Height direction S ... Void portion

Claims (7)

A gap around the vehicle structure, a bogie that supports the vehicle structure and is arranged on the rail, an oblique fusagi plate that faces the bogie in the rail direction, and the diagonal fusagi plate that faces the bogie. Equipped with a fluid resistance reduction unit located at the corner of the
The fluid resistance reducing portion has a bottom surface, and has a tapered shape in which the cross-sectional area of a cross section perpendicular to the height direction decreases as the height direction increases from the bottom surface .
A railway vehicle characterized in that the bottom surface of the fluid resistance reducing portion is formed of a triangle . In the railway vehicle according to claim 1,
The fluid resistance reducing portion is a railway vehicle having a tapered shape in which the cross-sectional area of a cross section perpendicular to the sleeper direction becomes smaller toward the outside in the sleeper direction . In the railroad vehicle according to claim 1 or 2.
A bogie cover that covers the side surface of the bogie over the rail direction is provided, and the fluid resistance reducing portion is arranged at a corner of a gap around the bogie surrounded by the diagonal fusagi plate facing the bogie and the bogie cover. A railroad vehicle featuring. In the railway vehicle according to any one of claims 1 to 3.
The fluid resistance reducing portion is a railway vehicle characterized in that an upper surface opposite to the lower surface is formed in a flat surface . In the railway vehicle according to any one of claims 1 to 4.
The fluid resistance reducing portion is a railway vehicle having an extending portion extending toward the center in the direction of sleepers along the diagonal sword plate . In the railway vehicle according to any one of claims 1 to 5.
A railway vehicle characterized in that the fluid resistance reducing portions are arranged at at least two corner portions with respect to one gap portion around the bogie . In the railway vehicle according to any one of claims 1 to 6.
The fluid resistance reducing portion is a railway vehicle characterized in that it is composed of a frame for installing a member and a flat plate to be fastened to the frame .

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