JPH07151648A - Experimental method and system for tunnel running and its using method - Google Patents

Abstract

PURPOSE:To provide a system for performing experiment of high speed running in safety without causing any damage on a simulated mobile by decelerating the simulated mobile effectively after passing through a tunnel. CONSTITUTION:A simulated mobile enters into a brake vessel 21 comprising a tubular side wall 22 and an end wall 25 after passing through a simulated tunnel. Consequently, the air pressure in the substantially enclosed brake vessel 21 increases to brake the simulated mobile.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention verifies countermeasures for high-speed train / aerodynamic problems such as tunnel micropressure wave pressure by running a simulated running body along a track and passing through a simulated tunnel. The present invention relates to a method and an apparatus for

[0002]

2. Description of the Related Art Generally, when a train enters a tunnel at a high speed, a compression wave is generated. Pressure wave (micro atmospheric pressure wave) is radiated from the wellhead to the outside. Radiation of such pressure waves not only causes bursty air pressure noise (primary sound), but also causes sudden movement of windows and doors of houses near the wellhead to generate secondary sound. , Prevention of the suppression is important.
As specific measures to reduce micro-pressure waves, measures such as lengthening the train head shape and installing a hood at the tunnel entrance have been taken. In order to determine, it is extremely desirable to conduct a simulation test of tunnel running.

FIG. 22 shows an example of a tunnel traveling experimental apparatus that has been conventionally used. In the figure, in order from the upstream side in the traveling direction of the simulated traveling body (simulated train) 90, the launch barrel 80, the speed measuring device 82, and the simulated tunnel 8
4 and the damper 86 are provided, and the firing cylinder 80 is provided.
To the damper 86, a piano wire 88 is stretched. As shown in FIGS. 23A and 23B, the simulated traveling body 90 is formed in a substantially cylindrical shape having a through hole 92 in the center, and the piano wire 88 is inserted into the through hole 92. Installed on the device.

In such an apparatus, the firing barrel 80
The simulated traveling body 90 is loaded inside the simulated traveling body 9
The high-pressure gas in the air tank 94 is instantaneously introduced to the rear of 0 through a valve (not shown), so that the simulated traveling body 9
No. 0 is fired from inside the firing cylinder 80, passes through the simulated tunnel 84 along the piano wire 88, then collides with the damper 86 and stops. At this time, the traveling speed of the simulated traveling body 90 is detected by the speed measuring device 82, the pressure in the tunnel fluctuating due to the passage of the simulated traveling body 90 is detected by the pressure sensor 96, and the noise generated at the tunnel exit is measured by the noise meter. It will be detected at 98.

[0005]

In the above device, the simulated traveling body 90 is stopped by colliding with the damper 86. However, since the damper 86 has a limited buffering capacity, sufficient safety is maintained. Moreover, in order to avoid the damage of the simulated traveling body 90 and to reuse the simulated traveling body 90, the maximum speed of the simulated traveling body 90 must be significantly limited. Specifically, the maximum speed of the simulated traveling body 90 is conventionally limited to 40 m / s, and it is the current situation that it is difficult to obtain effective data particularly for traveling of a high-speed train.

In view of such circumstances, the present invention makes it possible to safely carry out a high-speed running experiment without damaging the simulated running body by effectively decelerating the simulated running body after passing through the simulated tunnel. It aims at providing the method and apparatus which do.

[0007]

Means for Solving the Problems As means for solving the above problems, the present invention provides a tunnel traveling experiment method for traveling a simulated traveling body to pass through a simulated tunnel,
The simulated traveling body that has exited through the simulated tunnel is thrust into a braking container having an internal space having a cross-sectional shape that is substantially the same as the shape in which the simulated traveling body is projected from the running direction, and the brake that rises due to the thrust of the simulated traveling body The simulated traveling body is braked by the pressure in the container (Claim 1).

Further, the present invention provides a tunnel running test device for running a simulated running body through a simulated tunnel, wherein the simulated running body is placed on a running path of the simulated running body downstream of the simulated tunnel from the running direction thereof. A braking container having an internal space whose cross-sectional shape is substantially equal to the projected shape is arranged in such a direction that the braking container opens toward the simulated tunnel (claim 2).

In this device, there may be provided a relief means for letting the gas in the braking container escape to the outside so as to keep the pressure in the braking container at a constant pressure higher than the external pressure (claim 3), or the braking container. It is more preferable to provide a buffer member for stopping the simulated traveling body at the end thereof by colliding with the simulated traveling body (claim 4).

Further, when this cushioning member is provided, the wall of the braking container near the cushioning member can be opened and closed (claim 5), or the end wall of the braking container is axially attached to the side wall of the braking container. It is more preferable that the end wall is configured to be movable in the direction, the end wall is pressed against the side wall, and the cushioning member is attached to the end wall.

Further, in the above apparatus, the provision of the traveling member for braking which is loaded in the braking container so as to allow traveling allows the following superior effect to be obtained (claim 7).

The braking traveling body may be provided with a seal member which comes into contact with the inner surface of the braking container over substantially the entire circumference (Claim 8), or a cushioning member may be provided at least at the end on the braking container inlet side ( Claim 9) is more preferable.

Further, according to the present invention, in the above apparatus, the braking traveling body is loaded in a position separated from both the inlet and the end wall of the braking container, and in this state, the simulated traveling body is housed in the braking container. It is a usage method of plunging (claim 10).

In the above apparatus, the braking traveling body is provided with a seal member which comes into contact with the inner surface of the braking container over substantially the entire circumference, and the simulated traveling body in the braking container is directed toward the container inlet side. It is more preferable to provide a locking means for preventing the traveling in the direction and allowing only the traveling in the direction toward the inner side of the container (claim 11), in which case, the locking member performs the simulated traveling in the braking container. It will be more effective if it is arranged at a plurality of positions separated from each other in the running direction of the body (claim 12).

Further, in the apparatus according to the eleventh aspect, in the state where the braking traveling body is locked by the locking means, the pressure in the braking container on the inner side of the braking traveling body is previously increased, and The simulated traveling body may be thrust into the braking container from the state (Claim 13).
In the tunnel traveling experimental device described in 2, the braking container internal pressure between the braking traveling bodies is raised in advance in a state where the braking traveling bodies are locked by the locking means, and from this state, the braking vessel is pressed. The simulated traveling body may be thrust into the inside (claim 14).

[0016]

According to the method and apparatus of the first aspect, the simulated running body that has passed through the simulated tunnel plunges into the internal space of the braking container having a cross-sectional shape substantially equal to this,
The gas in the braking container is compressed to increase the pressure, and the simulated traveling body is effectively braked and decelerated by this pressure.

In the device according to the third aspect of the present invention, the pressure in the braking container is abnormal because the gas in the braking container is released to the outside by the relief means so as to keep the pressure in the braking container below a certain level. It is prevented from rising.

Further, in the apparatus according to the fourth aspect, the simulated running body is decelerated by the pressure in the braking container and then collides with the buffer member at the end to completely stop. Therefore, the required length of the braking container becomes shorter than in the case where the simulated traveling body is completely stopped in the braking container only by the above pressure.

Here, in the apparatus according to the fifth aspect, the simulated running body is thrust into the braking container with the wall of the container closed.
After the simulated traveling body is completely stopped by the collision with the cushioning member, the simulated traveling body can be easily taken out by opening the wall of the container.

Further, in the apparatus according to the sixth aspect, when the simulated traveling body collides with the buffer member, the impact load causes the end wall to escape from the side wall in the traveling direction of the simulated traveling body against the pressing force of the pressing means. As a result, the impact is further reduced.
Further, even when the pressure in the braking container abnormally increases to a pressure equal to or higher than the pressing force by the pressing means during the traveling of the simulated traveling body, the end wall of the braking container separates from the side wall, so that the gap inside the braking container Gas is released.

According to the apparatus and the method of using the same of claims 7 and 10, the simulated running body is thrust into the braking container while the braking running body is loaded in the braking container. As the pressure rises, the simulated traveling body pushes the braking traveling body to the inside of the container through the gas in the braking container, or collides with the simulated traveling body, and the braking traveling body also becomes the simulated traveling body. Drive in the same direction. Therefore, the kinetic energy of the simulated traveling body is converted into both the pressure energy in the braking container and the kinetic energy of the braking traveling body, and the simulated traveling body decelerates more quickly.

Here, in the apparatus according to the eighth aspect, the sealing member provided in the braking traveling body comes into contact with the inner surface of the braking container over substantially the entire circumference, so that the sealing property in the braking container is enhanced. The pressure inside the braking container rises more quickly, and the running resistance of the braking traveling member increases because the seal member slides on the inner surface of the braking container when the braking traveling member travels. Therefore, the kinetic energy of the simulated running body is absorbed more quickly.

Further, in the apparatus according to the ninth aspect, since the buffer member is provided at least at the end portion of the braking traveling body on the side of the braking container inlet, the braking traveling body and the simulated traveling body collide with each other. It is possible to decelerate the simulated traveling body by this collision.

According to the eleventh and thirteenth aspects of the present invention and the method of using the same, the pressure inside the braking container on the inner side of the braking traveling body is increased in advance while the braking traveling body is retained by the retaining member. After that, by thrusting the simulated traveling body into the braking container, the braking traveling body causes the pressure on the inlet side of the braking container, which is increased by the rushing of the simulated traveling body, to be increased in advance in the braking container. When it exceeds the pressure of, it will start for the first time. Therefore, the simulated traveling body is decelerated more quickly than in the case where it is not raised in advance, and the required length of the braking container is correspondingly shortened.

According to the twelfth and fourteenth aspects of the present invention and the method of using the same, the plurality of braking traveling bodies are locked by the plurality of locking means at positions separated from each other, and between the braking traveling bodies. By increasing the pressure in the brake container and then causing the simulated traveling body to rush into the braking container, the simulated traveling body is decelerated more quickly.

[0026]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A first embodiment of the present invention will be described with reference to FIGS.

The tunnel traveling experimental apparatus shown in FIG. 1 has a firing cylinder 10, a pressure reducing cylinder 12, a muffling cover 14, and an entrance speed in order from the upstream side (the left side in the drawing) of the simulated traveling body 30 shown in FIGS. A measuring device 16, a simulated tunnel 18, an exit speed measuring device 20, and a braking container 21 are provided, and these are arranged on a pedestal 24 in a straight line. In a region from the outlet of the decompression cylinder 12 to the inlet of the braking container 21, a guide device 50 for guiding the simulated traveling object 30.
Is provided. Further, an air tank 28 for accumulating high pressure air is provided at the upstream side of the firing cylinder 10 with a valve 26.
Connected through.

As shown in FIGS. 2 and 3, the simulated traveling body 30 used in this embodiment has a substantially columnar shape, and the traveling direction (in FIG. 2) is formed on the left and right side portions of the simulated traveling body 30. The keys 34 extending in the left-right direction are also arranged side by side in the traveling direction. Each key 34 is made of synthetic resin,
It is detachably attached to the main body of the simulated traveling body 30 by the pin 32.

On the other hand, the firing cylinder 10 is, as shown in FIG.
It is formed by blocks 36 and 38 interconnected vertically, and a through hole 40 having an inner diameter slightly larger than the outer diameter of the simulated traveling body 30 is provided in the center thereof.
On both sides of the through hole 40, a key groove 42 that can be fitted with the key 34 is formed.

The decompression cylinder 12, like the launch cylinder 10, is also formed in a cylindrical shape into which the entire simulated traveling body 30 can be fitted, and air-relief holes (not shown) for decompression are provided on the side wall and the top wall thereof. Has been.

As shown in FIG. 5, the guide device 50 includes a base 52 fixed on the pedestal 24 and a pair of left and right guide walls 54 provided upright on the base 52, and the whole is simulated. It extends in the traveling direction of the traveling body 30. A key groove 56 that can be fitted into the key 34 is formed on the inner surface of each of the guide walls 54.

The sound deadening cover 14 is made of a material having excellent soundproofing properties such as glass wool, and is formed in a shape that covers the guide device 50 from above and laterally.

The entrance speed measuring device 16 and the exit speed measuring device 20 are provided on the entrance side and the exit side of the simulated tunnel 18, respectively, and are provided with a wire mesh having a shape that covers the guide device 50 like the sound deadening cover 14. . Photo sensors 44 and 48 for detecting passage of the simulated running object 30 are provided at two places on the back surface of each wire net, and the photo sensors 44 and 4 are provided.
Time when 8 detects passage of simulated moving body and both photo sensors 4
The traveling speed of the simulated traveling object 30 at the entrance of the simulated tunnel 18 can be detected by the distances L1 and L2 between 4 and 48.

Similar to the muffling cover 14, the simulated tunnel 18 is also formed in a shape that covers the guide device 50 from above and laterally, as shown in FIG. As shown in Figure 1,
A pressure sensor 46 for measuring a micro atmospheric pressure wave is arranged near the entrance, the central portion, and the exit of the simulated tunnel 18.

As shown in FIGS. 6 and 7, the braking container 21 is formed in a bottomed shape that opens only on the side of the simulated tunnel 18, and is composed of a cylindrical side wall 22 and an end wall 25. . As shown in FIG. 8, the internal space 23 of the tubular side wall 22
Is a shape substantially equal to the shape of the simulated traveling body 30 projected from the traveling direction, that is, the central through hole 23A having an inner diameter slightly larger than the outer diameter of the simulated traveling body 30 main body.
And the keyways 23B provided on both wings of this through hole 23A
The above-mentioned simulated traveling body 30 is capable of plunging into this internal space 23.

Here, the shape of the simulated running body 30 and the shape of the internal space 23 of the braking container 21 are not particularly limited and may be set appropriately.

As shown in FIG. 9, the terminating wall 25 is attached to the terminating end of the cylindrical side wall 22 by means of bolts 47 so as to be detachable (that is, openable and closable). And this end wall 25
A buffer member 49 formed of an elastic member such as rubber is fixed to the inner surface (left side surface in FIG. 9) of the.

In this embodiment, the through hole 49 is provided at the center.
A cylindrical buffer member 49 having a is shown, but its specific shape is not particularly limited. Further, the material thereof is not particularly limited as long as it can effectively absorb the impact due to the collision with the simulated traveling body 30 described later.

As shown in FIG. 7, a communication hole 27 is provided at a predetermined portion of the cylindrical side wall 22 so as to communicate the inside and the outside thereof, and a relief valve 58 is provided at an outlet portion of the communication hole 27.

As shown in FIGS. 10 and 11, the relief valve 58 is provided with a tubular housing 60, a flange portion 61 is formed at the lower end thereof, and air is provided at a position above the flange portion 61. An escape hole 61c is provided. Then, the inlet hole 61a at the center of the flange portion 61 is fixed to the tubular side wall 22 by a bolt 62 at a position where the inlet hole 61a matches the communication hole 27.

A lid 64 is fixed to the upper part of the housing 61 with bolts 63, a valve body 65 and a seat 66 are accommodated in the housing 61, and a spring 67 is press-fitted between them. A bolt 69 is fixed to the lid 64 by a nut 68 so as to vertically penetrate the lid 64, and the seat 66 is pressed downward by the bolt 69 against the elastic force of the spring 67. . As a result, the valve body 6
5 the tapered surface 65a provided at the lower end is the inlet hole 61
It is pressed against the seal portion 65a at the peripheral edge of the "a", whereby the inside of the braking container 21 is kept sealed. From this state, when the pressure in the braking container 21 reaches a certain level or higher, the valve body 65 is pushed up against the elastic force of the spring 67, so that the air in the braking container 21 is made to communicate with the communication passage. It is designed to be released to the outside through 27 and the escape hole 61c.

Next, the operation of this device will be described.

First, while the key 34 of the simulated traveling body 30 is fitted into the key groove 42 of the firing barrel 10, the entire simulated traveling body 30 is loaded at a predetermined position in the firing barrel 10. From this state, the valve 26 is opened. The high-pressure air is introduced to the rear side (left side in FIG. 1) of the simulated traveling body 30 for a certain period of time, so that the simulated traveling body 30 is ejected from the firing cylinder 10 toward the simulated tunnel 18.

The simulated traveling body 30 is pushed by the high-pressure air and accelerated in the firing cylinder 10, and then the decompression cylinder 12,
It passes through the muffling cover 14, the entrance speed measuring device 16, the simulated tunnel 18, and the exit speed measuring device 20 in order, and rushes into the braking container 21. Here, since the simulated traveling body 30 travels while being guided so as not to rotate by the guide device 50 or the like, the simulated traveling body 30 and the shape of the internal space 23 of the braking container 21 are surely matched with each other. Running body 3
0 rushes into the braking container 21.

In this way, the internal space 23 of the braking container 21
Since the cross-sectional shape and the shape of the simulated traveling body 30 projected from the traveling direction are substantially equal to each other, from the time when the simulated traveling body 30 plunges into the internal space 23, the inside space 23 is in a substantially sealed state, The traveling body 30 functions as a so-called piston. That is, as the simulated traveling body 30 advances, the internal air is compressed to increase the pressure, and the simulated traveling body 30 is braked by the rising pressure and gradually decelerates. Then, the simulated running body 30 finally stops at a relatively low speed by colliding with the cushioning member 49.

As described above, in this method and apparatus, the simulated traveling body 30 is decelerated by the pressure increase in the braking container 21 which is sealed and compressed by the penetration of the simulated traveling body 30. The traveling speed can be set to a higher speed without causing damage to the simulated traveling body 30 as compared with the conventional method and apparatus in which the simulated traveling body that has passed through the collision directly collides with the cushioning member. Therefore, it is possible to provide effective data regarding the operation of the high-speed train.

Further, the apparatus of this embodiment has the following advantages.

(A) Since the buffer member 49 is provided at the end and the simulated traveling body 30 is made to collide with the cushioning member 49, the simulated traveling body 30 is completely stopped. The required length of the braking container 21 can be significantly shortened as compared with the case where the simulated traveling object 30 is completely stopped only by the above.

(B) Since the end wall 25 is configured to be attachable to and detachable from the tubular side wall 22, the simulated traveling body 30 is collided with the buffer member 49 and completely stopped, and then the end wall 25 is attached to the tubular side wall. By removing from the side wall 22, the simulated traveling body 30
Can be easily taken out from the terminal side. It should be noted that this effect can be obtained in the same manner even when the region near the end of the tubular side wall 22 is configured to be openable / closable instead of the end wall 25.

(C) Since the communication hole 27 and the relief valve 58 are provided in the cylindrical side wall 22, when the pressure in the braking container 21 rises above a certain level, the relief hole of the communication passage 27 and the relief valve 58 is released. By letting the air in the braking container 21 escape to the outside through 61c, it is possible to prevent the pressure in the braking container 21 from rising abnormally in advance. The communication passage 27 and the relief valve 58 do not necessarily have to be provided on the tubular side wall 22, but may be provided on the end wall 25.

Next, a second embodiment will be described with reference to FIGS.

In this embodiment, as the relief means, a plurality of small-diameter escape holes 25a for communicating the inside and the outside are provided in the inner portion of the end wall 25 with respect to the inner diameter of the tubular cushioning member 49, and each escape hole 25a is provided. Female thread 2 at the outlet end of
5b are provided, and by mounting the male screw plug 70 on these female screws 25b, any escape holes 25
It is possible to close only a and to open the remaining escape holes 25b.

According to such a structure, as the number of the escape holes 25a in the opened state is larger, the air in the braking container 21 is more likely to escape. Therefore, by appropriately setting the number, the relief inside the braking container 21 can be improved. The pressure can be set freely. The position of each escape hole 25a is not limited to the example shown in the figure, and may be provided at another position in the end wall 25 where the buffer member 49 does not close it, or on the cylindrical side wall 22 side.

Next, a third embodiment will be described with reference to FIGS.

In this embodiment, the end wall 25 is formed in a flange shape, and a flange 72 having a shape substantially the same as the end wall 25 is fixed to the end of the cylindrical side wall 22. The end wall 25 is preferably attached. A lid 74 is detachably attached to the center of the terminal wall 25 with a bolt 73, and a cushioning member 49 is fixed to the back surface of the lid 74.

The flange 72 and the end wall 25 are provided with a plurality of (six in the illustrated example) through holes 72a, which match each other.
25a is provided. Some of them (2 in the example)
The guide pins 75 are inserted into the (through individual) through holes 72a and 25a, and the guide pins 76 that are longer than the guide pins 75 are inserted into the remaining (four in the illustrated example) through holes 72a and 25a. Large diameter portions 75a and 76a are formed on the heads of the guide pins 75 and 76, respectively.
The end wall 25 is prevented from coming off from the terminals 5 and 76 to the terminal side (lower side in FIGS. 15 and 16).

A male screw 7 is attached to the tip of the guide pin 76.
6a is provided, a nut 77 is attached to the male screw 76a, and a spring (pressing means) 78 is press-fitted between the nut 77 and the flange 72.
Due to the elastic force of the spring 78, the terminal wall 25 is normally pressed against the flange 72, thereby maintaining the inside of the braking container 21 sealed.

According to such a device, when the simulated traveling body 30 collides with the buffer member 49, the end wall 25 resists the elastic force of the spring 78 under the impact load when the simulated traveling body 30 collides with the cushioning member 49, as in the above-described embodiments. By escaping from the flange 72 (see FIG. 16).
(Refer to the chain double-dashed line), this impact can be alleviated more effectively. Therefore, the required length of the braking container 21 can be shortened or the maximum speed of the simulated traveling body 30 can be increased accordingly. Further, when the pressure inside the braking container 21 rises abnormally, the end wall 25 is separated from the flange 72 also due to the pressure, so that the air inside the container can be relieved from the gap.

Further, in this embodiment, the pressing force of the spring 78 can be easily adjusted only by changing the mounting position of the nut 77 on the guide pin 76,
By adjusting the pressing force in this manner, it is possible to easily set the cushioning degree at the time of collision with the cushioning member 49 and the relief pressure.

Next, a fourth embodiment will be described with reference to FIGS.

In this embodiment, a plurality of opening / closing doors 29 are provided on the cylindrical side wall 22 in the first embodiment, and the traveling vehicle 100 for braking is mounted at a position near each opening / closing door 29. As shown in FIGS. 18 and 19, each braking traveling body 100 includes a columnar main body 102 having a diameter substantially equal to that of the through hole 23A, and cushioning members 103 made of an elastic material such as rubber at the front and rear ends thereof. , 104 are mounted. A key 106 is provided on both left and right sides of the main body 102 through screws 105.
Is mounted so that both keys 106 can be fitted into the key groove 23B. Further, a ring-shaped seal member 108 is fixed at an appropriate position on the outer peripheral portion of the main body 102, and its shape is such that it contacts the inner surface of the cylindrical side wall 22 over substantially the entire circumference, and more specifically, the whole shape of the circular through hole 23A. It is set in a shape that makes contact over the circumference.

Next, a braking method using this device will be described.

First, each opening / closing door 29 is opened, the braking traveling body 100 is loaded from the opening into the opening / closing door 29.
Close. At this time, between the braking traveling bodies 100, between the innermost braking traveling body 100 and the end wall 25, and between the most traveling-side braking traveling body 100 and the inlet of the braking container 21. , A predetermined interval is secured.

In this state, when the simulated traveling body 30 that has passed through the simulated tunnel is thrust into the braking container 21, the air between the simulated traveling body 30 and the braking traveling body 30 closest to the inlet is first compressed. As the pressure rises, the braking traveling body 30 is pushed by the air and the braking traveling body 30 becomes a simulated traveling body 30.
And start traveling in the same direction. Similarly, each simulated traveling body 3
The air between 0s, the air between the innermost simulated traveling body 30 and the end wall 25 is compressed and the pressure rises, and each simulated traveling body 30 starts. Therefore, the kinetic energy of the simulated traveling body 30 is converted into not only the pressure energy in the braking container 21 but also the kinetic energy of each braking traveling body 100, whereby the simulated traveling body 30 decelerates more quickly. Will be done.

In particular, in this embodiment, each braking traveling body 1
00 is provided with the seal member 108 that comes into contact with the inner surface of the braking container 21, this contact enhances the sealing property inside the braking container 21, and the internal pressure thereof can be increased more quickly, and the sealing member 108 and the braking container The frictional resistance at the time of sliding contact with the inner surface of 21 can more quickly consume the kinetic energy of the simulated traveling body 30, thereby further increasing the deceleration of the simulated traveling body 30.

Since the damping member 104 is provided at the end of the braking traveling body 100 near the entrance of the braking container, the braking traveling body 100 and the simulated traveling body 30 can directly collide with each other. It is possible, and the kinetic energy of the simulated traveling object 30 can be absorbed even by this collision. Further, the presence of the cushioning members 103 and 104 makes it possible to cause the braking traveling bodies 100 to collide with each other.

Next, a fifth embodiment will be described with reference to FIGS.

In this embodiment, in the cylindrical side wall 22,
Locking means 110 is provided at a position near the set position of each braking traveling body 100 shown in the fourth embodiment.

Specifically, a pair of left and right housing chambers 111 are formed in a bulged state at predetermined locations on the cylindrical side wall 22, and locking members 114 are housed in the housing chambers 111.

The locking member 114 is attached to the cylindrical side wall 22 such that the end portion on the inlet side of the braking container (the left end portion in FIG. 20) is rotatably mounted on the vertical pin 112 as a fulcrum. Outside protrusion 1 on the back side of the braking container (right side in FIG. 20)
14b contacts the corner 22c of the cylindrical inner wall 22 and the inner corner 114a projects into the key groove 23 (the solid line position in FIG. 20), and the inner corner 114a sinks into the accommodation chamber 111. It can be moved to and from the retracted position (the position indicated by the chain double-dashed line in FIG. 20). Further, a spring (biasing means) 11 is provided at a position outside the locking member 114 in the accommodation chamber 111.
6 is press-fitted, and the elastic force urges the locking member 114 toward the locking position.

As shown in FIGS. 21A and 21B, the tubular side wall 22 is composed of an upper block 22A and a lower block 22B. The upper block 22A is detachably connected to the lower block 22B.
The accommodation chamber 111 is formed in B.

The recess 1 is provided at a predetermined position on the upper surface of the locking member 114.
15 is formed. On the other hand, the upper block 22A
A housing hole 117 is provided in the vertical direction, a closing plug 118 is mounted in the housing hole 117, and a plunger 119 is mounted below the plug 118 so as to be vertically movable. The lower end shape of the plunger 119 is set to a shape that can be fitted into the recess 115, and the location of the plunger 119 is
As shown in the chain double-dashed line in FIG. 20 and in FIG. 21 (b), the plunger 1 is in the state where the locking member 114 is in the retracted position.
19 is set in a portion to be fitted into the recess 115.

The front end surface of each key 106 in the braking traveling body 100 is a tapered surface 106a in the direction in which the key thickness decreases toward the front side, as shown in FIG.

Next, a braking method using this device will be described.

First, each braking traveling body 100 is loaded into the braking container 21 as in the case of the first embodiment.
As shown by the solid line, the rear end surface of the key 106 is brought into contact with the inner corner portion 114a of the locking member 114 held at the locking position by the spring 116. This makes it impossible for the braking traveling body 100 to move backward, that is, to move in the direction toward the inlet of the braking container 21.

In this state, the inner space 23 between the braking traveling bodies 100 and the braking traveling body 100 on the innermost side are formed.
Air is press-fitted into the space between the end wall 25 and the end wall 25 to increase the internal pressure in advance. Then, if the simulated traveling body 30 is thrust into the braking container 21 as in the fourth embodiment, the braking traveling body 100 is started in the same manner as in the same embodiment, but the braking container 2
Since the pressure in 1 is preliminarily increased, the simulated traveling body 30 is braked more strongly than in the fourth embodiment, and the speed is reduced more quickly. Therefore, the required length of the braking container 21 can be further shortened.

Moreover, when the simulated traveling body 30 and the braking traveling body 100 pass, the taper surface 10 of the key 106 thereof is passed.
Since the locking member 114 is easily retracted into the accommodation chamber 111 by being pushed by 6a, the collision with the locking member 114 does not hinder the traveling of the simulated traveling object 30.

When the locking member 114 moves from the locking position of FIG. 21 (a) to the retracted position of FIG. 21 (b), the plunger 119 falls and is fitted into the recess 115 of the locking member 114. , So that the locking member 114 has the spring 1
Since the simulated traveling body 30 is held in the retracted position against the elastic force of 16, even if the simulated traveling body 30 bounces back due to the pressure in the braking container 21 and runs backward,
It is possible to prevent the simulated traveling body 30 and the locking member 114 from coming into contact with each other. Moreover, after the experiment, by removing the upper block 22A from the lower block 22B and pulling out the plunger 119 from the recess 115, the locking member 1
14 can be easily returned to the locking position.

Although a plurality of braking traveling bodies 100 are used in this embodiment, a single braking traveling body 1 is used.
Even if 00 is used, an effective action can be obtained.

In each of the above embodiments, the guide device 50 is used.
Although the simulated traveling body 30 is made to travel by the guide such as the above, as in the conventional device shown in FIGS. The invention can be applied.

[0081]

As described above, according to the present invention, the following effects can be obtained.

In the method and apparatus according to the first aspect, the simulated running body that has passed through the simulated tunnel is rushed into the internal space of the braking container having a cross-sectional shape substantially equal to that of the simulated running body, and the gas in the braking container at this time is Since the simulated traveling body is braked by the pressure that rises due to compression, it is safer and does not damage the simulated traveling body as compared with the conventional one in which the simulated traveling body is simply collided with the buffer member. This can be braked sufficiently. Therefore, the maximum allowable speed of the simulated traveling body is significantly increased, and effective data can be provided for traveling of a high-speed train.

Here, in the device according to the third aspect, since the relief means for releasing the gas is provided so as to keep the pressure in the braking container below a certain level, it is possible to prevent the pressure in the braking container from rising abnormally. Can be prevented.

Further, in the device according to the fourth aspect, after the simulated traveling body is decelerated by the pressure in the braking container, the simulated traveling body is finally stopped by colliding with the impact member at the end. Compared with the case where the simulated traveling body is completely stopped in the braking container, the required length of the braking container can be shortened, and there is an effect that it can contribute to downsizing and cost reduction of the entire device.

Here, in the device according to the fifth aspect, since the wall of the braking container in the vicinity of the buffer member can be opened and closed, the simulated running body is thrust into the braking container with the wall of the container closed. Then, after the simulated traveling body has completely stopped due to the collision with the cushioning member, the simulated traveling body can be easily taken out by opening the wall of the container, which has the effect of improving the work efficiency. .

Further, in the device according to the sixth aspect of the present invention, the end wall is configured to be movable with respect to the side wall of the braking container, and the end wall is pressed against the side wall by the pressing means. When the impact wall collides with the cushioning member, the impact causes the end wall to escape from the side wall, whereby the impact can be more effectively alleviated. Further, the end wall can be made to act as the relief means, and it is possible to prevent the gas in the braking container from rising abnormally.

In the apparatus and the method of using the same according to claims 7 and 10, the simulated traveling body is rushed into the braking container while the braking traveling body is filled in the braking container. By converting the kinetic energy of the body into not only the pressure energy in the braking container but also the kinetic energy of the traveling vehicle for braking, there is an effect that the deceleration performance in the braking container can be further enhanced.

Here, in the device according to the eighth aspect, since the braking traveling body is provided with the seal member which comes into contact with the inner surface of the braking container over substantially the entire circumference, the sealing property in the braking container is improved. By increasing the pressure in the braking container more quickly by, by increasing the running resistance of the braking traveling body by the sliding contact between the seal member and the inner surface of the braking container,
There is an effect that the kinetic energy of the simulated running body can be absorbed more quickly and the deceleration performance can be enhanced.

Further, in the device according to the ninth aspect, since the cushioning member is provided at least at the end portion of the braking traveling body on the inlet side of the braking container, the braking traveling body and the simulated traveling body are caused to collide with each other. It is possible to decelerate the simulated traveling body by this collision.

According to the eleventh and thirteenth aspects of the present invention and the method of using the same, the pressure in the braking container on the inner side of the braking traveling body in a state where the braking traveling body is irreversibly locked by the locking means. By raising the vehicle in advance and then plunging the simulated traveling body into the braking container, the pressure in the braking container can be increased to a higher pressure earlier, which can further improve the deceleration performance in the braking container. There is an effect that can be done.

According to the twelfth and fourteenth aspects of the present invention and the method of using the same, the deceleration performance in the braking container is improved by increasing the pressure in the braking container between the plurality of braking traveling bodies. There is an effect that it can be further enhanced.

[Brief description of drawings]

FIG. 1 is an overall side view of a tunnel running test device according to a first embodiment of the present invention.

FIG. 2 is a side view showing an example of a simulated traveling body used in the above apparatus.

FIG. 3 is a partially sectional front view of the simulated traveling body.

FIG. 4 is a cross-sectional view taken along the line AA of FIG.

5 is a cross-sectional view taken along the line BB of FIG.

FIG. 6 is a plan view of a braking container provided in the device.

FIG. 7 is a partial cross-sectional side view of the braking container.

8 is a sectional view taken along line CC of FIG.

FIG. 9 is a sectional side view of a terminal portion of the braking container.

FIG. 10 is a partial cross-sectional plan view of a relief valve provided in the braking container.

FIG. 11 is a sectional side view of the relief valve.

FIG. 12 is a sectional side view of an end portion of the braking container according to the second embodiment of the present invention.

FIG. 13 is a rear view of the braking container.

FIG. 14 is a rear view of the braking container according to the third embodiment of the present invention.

15 is a cross-sectional view taken along the line DD of FIG.

16 is a cross-sectional view taken along the line EE of FIG.

FIG. 17 is a side view of the braking container according to the fourth embodiment of the present invention.

FIG. 18 is a partial cross-sectional side view of the braking traveling body loaded in the braking container.

19 is a cross-sectional view taken along line FF of FIG.

FIG. 20 is a sectional plan view showing an essential part of a braking container according to a fifth embodiment of the present invention.

21A is a view obtained by rotating the GG line cross-sectional view of FIG. 20 by 90 °, and FIG. 21B is a cross-sectional view showing a state where the locking member is retracted to the retracted position in FIG.

FIG. 22 is an overall side view showing an example of a conventional tunnel running test device.

FIG. 23 (a) is a side view showing an example of a simulated running body used in the above apparatus, and FIG. 23 (b) is a front view.

[Explanation of symbols]

 18 Simulated tunnel 21 Braking container 22 Cylindrical side wall 23 Internal space 25 Circumferential side wall 25a Escape hole (relief means) 27 Communication hole 30 Simulated traveling body 49 Buffer member 58 Relief valve (relief means) 78 Spring (pressing means) 100 Traveling for braking Body 103, 104 Buffer member 108 Seal member 110 Locking means

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Masaura Matsuura, 1-4-1, Mei Station, Nakamura-ku, Nagoya City Tokai Passenger Railway Co., Ltd. (72) Inventor ▲ Katsuhiko Yoshida 2 Niihama, Arai-cho, Takasago, Hyogo Prefecture 3-1 No. 3 in Takasago Works, Kobe Steel, Ltd. (72) Masaru Morikawa 2-3-1, Niihama, Arai-cho, Takasago-shi, Hyogo Prefecture (72) Takasago Works, Kobe Steel, Ltd. (72) Nobuteru Hayashi, Chuo-ku, Kobe-shi 1-318 Wakihama-cho Kobe Steel Co., Ltd. Kobe Head Office

Claims (14)

[Claims] 1. A tunnel traveling test method for traveling a simulated traveling body to pass through a simulated tunnel, wherein a section of the simulated traveling body that has exited from the simulated tunnel is approximately equal to a shape obtained by projecting the simulated traveling body from its traveling direction. A tunnel traveling experimental method, characterized in that the simulated traveling body is braked by the pressure in the braking vessel which is raised by the rush of the simulated traveling body. 2. A tunnel running test device for running a simulated running body and passing through a simulated tunnel, wherein a shape of the simulated running body projected from a running direction on a running path of the simulated running body on the downstream side of the simulated tunnel. A tunnel traveling experimental apparatus characterized in that a braking container having an internal space having a cross-sectional shape approximately equal to that of the braking container is arranged so that the braking container opens toward the simulated tunnel. 3. The tunnel traveling experimental device according to claim 2, further comprising relief means for releasing gas in the braking container to the outside so as to keep the pressure in the braking container at a constant pressure higher than the external pressure. A tunnel running test device characterized in that 4. The tunnel traveling experimental apparatus according to claim 2 or 3, wherein a buffer member is provided at the end of the braking container to stop the simulated traveling body when it collides with the simulated traveling body. Experimental device. 5. The tunnel traveling experimental device according to claim 4, wherein a wall of the braking container near the buffer member is configured to be openable and closable. 6. The tunnel traveling experimental device according to claim 4, wherein the end wall of the braking container is configured to be movable in the axial direction with respect to the side wall of the braking container, and the end wall is pressed against the side wall. A tunnel running experimental device comprising means and the buffer member attached to the terminal wall. 7. The tunnel traveling experimental device according to claim 2, further comprising a braking traveling body that is movably loaded in a braking container. 8. The tunnel traveling experimental device according to claim 7, wherein the braking traveling body is provided with a seal member that is in contact with the inner surface of the braking container over substantially the entire circumference. 9. The tunnel traveling experimental device according to claim 7, wherein a buffer member is provided at least at an end portion of the braking traveling body on the inlet side of the braking container. 10. The tunnel traveling experimental apparatus according to any one of claims 7 to 9, wherein the braking traveling body is loaded in a position separated from both the inlet and the end wall of the braking traveling body in this state. A method of using a tunnel traveling experimental device, characterized in that the simulated traveling body is thrust into the braking container. 11. The tunnel traveling experimental device according to claim 7, wherein the braking traveling body is provided with a seal member that comes into contact with the inner surface of the braking container over substantially the entire circumference, and the simulated traveling body in the braking container is provided. A tunnel traveling experimental apparatus, characterized in that the simulated traveling body is provided with a locking means that prevents traveling in a direction toward the container inlet side and allows traveling only in a direction toward the container inner side. 12. The tunnel traveling experimental apparatus according to claim 11, wherein the locking members are arranged in the braking container at a plurality of positions spaced apart from each other in the traveling direction of the simulated traveling body. Experimental device. 13. The tunnel traveling experimental device according to claim 11, wherein the braking vessel internal pressure is increased in advance while the braking traveling body is locked by the locking means. Then, from this state, the simulated traveling body is thrust into the braking container, and the tunnel traveling experimental apparatus is used. 14. The tunnel traveling experimental device according to claim 12, wherein the braking container internal pressure between the braking traveling bodies is increased in advance while the braking traveling bodies are locked by the locking means. A method for using a tunnel traveling experimental device, characterized in that the simulated traveling body is thrust into the braking container from this state.