JPH0733017A - Jointed vehicle for forming train - Google Patents

Abstract

PURPOSE:To reduce air pressure sound at exit of a tunnel, which is a problem caused by speed increase of rolling stocks. CONSTITUTION:A body sectional equivalent radius of front vehicle 2 at each end of a train decrease linearly from the position of connection toward the front position. And also, body width decreases toward the front position in between trucks of front and of rear position. Pressure gradient of wave front in compressed wave at entry of a tunnel thus becomes gradual at the time of entering the tunnel. Accordingly, air pressure sound at exit of the tunnel, due to a maximum pressure gradient of wave front in compressed air at entry of the tunnel in entering the tunnel, is reduced.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a rolling stock, and more particularly to a rolling stock suitable for running in a tunnel at high speed.

[0002]

2. Description of the Related Art As a method of reducing air pressure noise (micro-pressure wave) generated when a compression wave generated when a high-speed vehicle enters a tunnel propagates in the tunnel and a part of the compression wave is radiated from the tunnel exit, Japanese Patent Publication No. 55-31274. As described in the publication,
It is known that a hood having an opening cross section larger than the tunnel and a length larger than the diameter of the tunnel is installed at the entrance of the tunnel by providing an opening on the side surface thereof. The hood reduces the pressure gradient of the compression wave generated by the train entering the tunnel, thereby reducing the air pressure noise generated by the compression wave radiating from the tunnel exit after propagating in the tunnel.

The magnitude of this pneumatic pressure sound is proportional to the pressure gradient of the wave front of the compression wave reaching the tunnel exit, and the pressure gradient of the wave front of the compression wave at the tunnel entrance at the time of entry is
It has the property of being proportional to the cube of the vehicle entry speed V.

[0004]

According to the above-mentioned prior art, in a combination in which the ratio R of the vehicle cross-section area to the tunnel cross-section area is about 0.21, 240 km / h is obtained by installing a hood having a length of 22 m. It is possible to take measures up to a certain degree, and it is possible to cope with speed improvement exceeding 250 km / h to some extent by extending the length of the hood. However, the pressure gradient of the wave front of the compression wave at the tunnel entrance at the time of vehicle entry is 3 times the tunnel entry speed V of the vehicle.
Since it increases in proportion to the power, the pressure gradient of the wave front of the compression wave at the tunnel entrance at the time of entry at 240 km / h is about 2 times at 300 km / h, and about 3 times at 350 km / h. Therefore, there is a problem that it is difficult to take sufficient measures only by increasing the length of the hood. Also, depending on the location conditions around the tunnel entrance,
There was a problem that it might be difficult to construct or extend the cable.

SUMMARY OF THE INVENTION An object of the present invention is to provide a rolling stock vehicle capable of reducing the pneumatic noise generated when the compression wave generated by the tunnel entry is radiated from the tunnel exit.

[0006]

In order to achieve the above object, the body cross-sectional equivalent radius of the leading cars at both ends in the formation is linearly reduced from the connecting portion to the leading portion, and
This is a formation vehicle configured such that the width of the vehicle body decreases between the front and rear bogies toward the front portion.

Further, in order to achieve the above object, the vehicle body height and width of the leading vehicles at both ends are linearly reduced from the connecting portion to the leading portion to form a rolling stock. is there.

Further, in order to achieve the above object, in a formation vehicle in which a plurality of vehicles are connected, vehicles having different vehicle body sizes in the vehicle body width direction are connected, and the vehicle body width dimension is changed in the vehicle body longitudinal direction. A vehicle in which the vehicle body cross-section equivalent radius is linearly increased toward a vehicle having a large vehicle body width dimension is arranged between vehicles having different vehicle body width dimensions.

[0009]

In any of the above constructions, the body cross-sectional equivalent radius of the lead car of the train is linearly reduced from the connecting portion to the lead portion, and the width of the car body between the front and rear bogies is reduced to the lead portion. Since the change rate of the vehicle body cross-sectional area in the vicinity of the tip portion can be suppressed to be small by configuring so as to decrease toward, the pressure rise of the compression wave at the tunnel entrance when the train enters the tunnel can be gently formed. Further, between the vehicles having different vehicle body cross-sectional dimensions, the vehicle having the vehicle body width dimension changed to linearly increase the vehicle body cross-sectional equivalent radius toward the vehicle having the larger vehicle body cross-sectional dimension is arranged to form a formation vehicle. Is. As a result, the maximum pressure gradient of the wave front of the compression wave at the entrance of the tunnel at the time of entry becomes small, and as a result, the air pressure noise from the tunnel exit that depends on the maximum pressure gradient of the wave front of the compression wave at the entrance of the tunnel at entry is generated. Will be reduced.

[0010]

Embodiments of the present invention will be described below with reference to the drawings. 1 is a front view showing a first embodiment of the present invention, and FIG. 2 is a plan view showing a first embodiment of the present invention. 1 and 2
In the figure, 1 is a leading car at both ends of the train, 2a is an intermediate car following the leading car 1 of the train, 3a is a connecting portion between the leading car 1 and the intermediate car 2a, 6 is a tip of the leading car 1, and 4 is a head. The front bogie center position on the side 5 is the rear bogie center position near the connecting portion 3a. Here, both the vehicle body height dimension and the vehicle body width dimension of the lead vehicle 1 decrease linearly from the connecting portion 3a toward the tip portion 6 of the lead vehicle 1, and the front truck center position 4 and the rear truck center position It is formed so that the vehicle body width decreases toward the tip portion 6 between the positions 5, and the vehicle body height dimension is based on the point A near the tip portion 6 as a base point.
The gradient is approximated by two straight lines of (1 / KH1) and (1 / KH2). Further, regarding the vehicle body width dimension, the point A near the tip 6 is used as a base point, and the gradient is (1 / KW1) and (1 / KW1). KW
By approximating with 2 straight lines of 2), the vehicle body equivalent radius R is linearly reduced toward the connecting portion 3a toward the tip portion 6.

In FIG. 3, the horizontal axis represents the ratio of the length x from the tip portion 6 to the maximum equivalent radius Rmax obtained from the maximum vehicle body cross-sectional area Amax, and the vertical axis represents the vehicle body at an arbitrary length x from the tip portion 6. Equivalent radius R and maximum equivalent radius Rm obtained from cross-sectional area A
The ratio of ax is taken and the change from the tip portion 6 of the equivalent radius R to the uniform cross section is displayed dimensionlessly. In the figure, a curve 7 is a spheroidal shape in which the ratio of the major axis to the minor axis of the ellipse (aspect ratio: K) is 7, and the curve 8 is shown.
Is a shape in which the tip of a cone with an aspect ratio of 10 is processed into a spherical surface and shortened to an aspect ratio of 4, and curve 9 is a shape in which the tip of a cone with an aspect ratio of 10 is processed into a spherical surface and shortened to an aspect ratio of 6 The change in the equivalent radius R is shown. Further, in the figure, the curve 10 represents the change of the equivalent radius R in this embodiment.

FIG. 4 shows a model test using a rotating body having a leading portion of the rate of change of the equivalent radius R of FIG. 3 to find the difference in pressure gradient of the wave front of the compression wave at the tunnel entrance when the train enters the tunnel. This is represented by a ratio based on the pressure gradient of the spheroidal aspect ratio K = 2. In the case where the tip of a cone having an aspect ratio K = 10 is processed into a spherical surface, the case where the aspect ratio is shortened to 6 and 4
In any case where the length is shortened to a considerable extent, the pressure gradient ratio is reduced as compared with the result of the aspect ratio K = 7 of the spheroidal shape having a longer head length. This is because the cross-sectional area change rate of the spheroid is large in the vicinity of the tip 6 and gradually decreases thereafter, whereas in the shape in which the tip of the cone is processed into a spherical surface, the point A near the tip 6 is formed. This is because the rate of change in cross-sectional area in the vicinity can be made small and gradually increases thereafter.

In this embodiment, the variation of the equivalent radius R forms the gradient of the vehicle body height dimension and the vehicle body width dimension so as to coincide with the curve 10 of FIG. That is, first, in order to match the gradient of the equivalent radius R with (1 / K1) from the point A as a base point, the gradient of the vehicle body height (1 / KH1) and the vehicle body width so as to satisfy the relationship of the following equation (Equation 1): Of the gradient (1 / KW1).

[0014]

[Equation 1] A = π · (x / K1) ² ≈ (2x / KW1) · (x / KH1) (Equation 1) Further, the change is equivalent so that the cross-sectional area change of the vehicle body after point B becomes more gradual. In order to match the gradient of the radius R with (1 / K2), the gradient of the vehicle body height (1 / KH2) and the gradient of the vehicle body width (1 / KW) so as to satisfy the relationship of the following equation (Equation 2).
It constitutes the relationship of 2).

[0015]

## EQU2 ## A = π (x / K2) ² ≈ (2x / KW2)  (x / KH2) (Equation 2) In the above embodiment, the vehicle body in the first region from the point A near the tip 6 is The cross-sectional area change is combined with the gradients of the curves 8 and 9 in FIG. 3, and the change in the vehicle body cross-sectional area in the second region from the point B is configured with a gentler gradient (1 / K2). An effect equal to or higher than the effect of reducing the pressure gradient of the curve 9 in FIG. 4 is obtained. As a result, it is possible to reduce the air pressure noise from the tunnel outlet, which is generated substantially in proportion to the pressure gradient. Further, in the present embodiment, since the vehicle width of the leading car 1 is reduced toward the tip portion 6, the number of seats in the width direction of the leading car 1 is the number of seats in the width direction of the intermediate car 2a as shown in FIG. Although it is less, compared to the case where the same number of seats in the width direction of the train are reduced to achieve a smaller cross-section and a similar pressure gradient reduction effect is intended, the reduction in the passenger capacity is kept to a minimum. Higher speed is possible.

In the above embodiment, the vehicle body cross-sectional equivalent radius of the leading vehicle 1 is linearly increased toward the connecting portion 3a with the intermediate vehicle 2a. A similar effect can be obtained by forming a similar change in the vehicle body cross-section equivalent radius in any of the cars 2a to 2n. This will be described with reference to the plan view shown in FIG. In the figure, the same reference numerals as those in the first embodiment denote the same members. In the figure, in the intermediate vehicle 2a following the leading vehicle 1, the vehicle body width dimension is increased with a gradient of (1 / KW3) toward the connecting portion 3b with the third vehicle intermediate vehicle 2b with the leading vehicle 1 as a reference. The height of the vehicle body is not shown (1
/ KH3), the pressure increase from the intermediate wheel 2a to the intermediate wheel 2b can be moderated and the pressure gradient can be reduced. Also in this embodiment, as compared with the case where the effect of reducing the pressure gradient is intended by reducing the number of seats in all the widthwise direction of the rolling stock to achieve a small cross section, the reduction of the passenger capacity is kept to a minimum. Higher speed is possible. In this embodiment, the description has been given of the case where the vehicle body width dimension and the vehicle body height dimension are linearly increased toward a vehicle having a large vehicle body cross sectional dimension,
Even with a structure in which only the vehicle body width dimension is linearly increased toward the vehicle side having a larger vehicle body width dimension, the same effect can be achieved. Further, in a vehicle in which the vehicle body width dimension changes, the wheel axle dimensions are the same, and the dimensions of the bogie frame of the bogie and the vehicle body support mechanism correspond to the vehicle body width dimension. It is necessary to consider making each specification smaller than the trolley of a large vehicle.

[0017]

As described above, according to the present invention, the vehicle body cross-section equivalent radii of the leading cars at both ends of the train are linearly increased toward the connecting portion, and the car body is provided between the front and rear bogies. By configuring the width to decrease toward the leading portion, the maximum pressure gradient of the wave front of the compression wave at the tunnel entrance at the time of entry becomes gentle. As a result, it is possible to reduce the air pressure sound from the tunnel exit that is generated depending on the maximum pressure gradient of the wave front of the compression wave at the tunnel entrance at the time of entry.

[Brief description of drawings]

FIG. 1 is a side view showing a first embodiment of a rolling stock according to the present invention.

FIG. 2 is a plan view showing a first embodiment of a rolling stock according to the present invention.

FIG. 3 is a diagram showing a change of a vehicle body cross-sectional area equivalent radius in a length direction.

FIG. 4 is a graph showing a pressure gradient reducing effect when a railway vehicle enters a tunnel according to the present invention.

FIG. 5 is a plan view showing a second embodiment of the rolling stock according to the present invention.

[Explanation of symbols]

 1 ... Leading car, 2a-2n ... Intermediate car.

 ─────────────────────────────────────────────────── ─── Continued Front Page (72) Haruo Hirakawa, Inventor Haruo Hirakawa, 502 Kintatemachi, Tsuchiura, Ibaraki Prefecture

Claims (3)

[Claims] 1. The vehicle body cross-sectional equivalent radius of the leading cars at both ends in the formation is linearly reduced from the connecting portion to the leading portion, and the vehicle body width dimension between the front and rear bogies is reduced toward the leading portion. A formation vehicle characterized by being configured to. 2. The formation vehicle according to claim 1, wherein the vehicle body height dimension and vehicle body width dimension of the leading vehicles at both ends are linearly reduced from the connecting portion to the leading portion. . 3. A formation vehicle in which a plurality of vehicles are connected, wherein vehicles having different vehicle body sizes in the vehicle body width direction are connected, and the vehicle body width dimension is changed in the vehicle body longitudinal direction to obtain a vehicle body cross-section equivalent radius. A formation vehicle in which a vehicle linearly increased toward a vehicle having a larger dimension is arranged between vehicles having different vehicle body width dimensions.