JP2001122110A - Rolling stock - Google Patents
Rolling stockInfo
- Publication number
- JP2001122110A JP2001122110A JP30822099A JP30822099A JP2001122110A JP 2001122110 A JP2001122110 A JP 2001122110A JP 30822099 A JP30822099 A JP 30822099A JP 30822099 A JP30822099 A JP 30822099A JP 2001122110 A JP2001122110 A JP 2001122110A
- Authority
- JP
- Japan
- Prior art keywords
- vehicle
- vortex
- airflow
- separation
- shape
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
Landscapes
- Body Structure For Vehicles (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、鉄道車両の車両構
造に関し、特に、通勤型電車として用いられる鉄道車両
の端部車両の車両構造に関する。The present invention relates to a vehicle structure of a railway vehicle, and more particularly to a vehicle structure of an end vehicle of a railway vehicle used as a commuter train.
【０００２】[0002]
【従来の技術】新幹線などの高速鉄道の先頭車両では、
空気抵抗を低減するため流線型形状が採用されている。
これに対して、通勤型電車と呼ばれる最高速度が時速７
０ｋｍ程度の車両においては、車両定員を確保するため
に先端部を切り落としたような先頭部形状が一般的に用
いられている。2. Description of the Related Art In the leading car of a high-speed railway such as a bullet train,
A streamlined configuration is employed to reduce air resistance.
On the other hand, the maximum speed called a commuter train is 7 per hour.
In a vehicle of about 0 km, a leading end shape in which a leading end is cut off is generally used to secure a vehicle capacity.
【０００３】[0003]
【発明が解決しようとする課題】このような通勤型電車
においては、車両側面に形成される気流が不安定なた
め、先頭車両の前側で風圧によってドア・窓ががたつく
ことがある。これを除去するには、車両先頭（外妻）の
角部のＲ面取りを大きくして空気抵抗を減少させる技術
があるが、角部のＲを大きくすると、車両製作における
工程数が増加して、コストアップにつながるほか、角部
にＲがない場合に比べて客室部分が小さくなり、定員が
減少してしまうなどの問題があった。In such a commuter train, the airflow formed on the side of the vehicle is unstable, so that the doors and windows may rattle at the front side of the leading vehicle due to wind pressure. To eliminate this, there is a technique to reduce the air resistance by increasing the R chamfer at the corner of the vehicle head (outer wife), but increasing the R at the corner increases the number of steps in vehicle manufacturing. In addition to the increase in cost, there is a problem that the cabin portion becomes smaller and the capacity is reduced as compared with a case where there is no R at the corner.
【０００４】そこで、本発明は、製造が容易で、客室定
員を確保でき、かつ、先頭車両の前側におけるドア・窓
のがたつきが抑制され、空気抵抗を低減させた鉄道車両
を提供することを課題とする。[0004] Therefore, the present invention provides a railway vehicle which is easy to manufacture, can secure a cabin occupancy, suppresses backlash of doors and windows on the front side of the leading vehicle, and reduces air resistance. As an issue.
【０００５】[0005]
【課題を解決するための手段】通勤型の鉄道車両におけ
る上記の問題点は、先頭車両の正面の角部ではく離した
気流が渦となって圧力変動を与えることで発生する。本
発明者は、はく離によって発生する大きな二次元的な渦
を細分化することでこの大きな二次元的な渦に伴う圧力
変動を減衰させることができるのではないかと考え、鋭
意研究の結果、本発明に至った。SUMMARY OF THE INVENTION The above-mentioned problem in a commuting type railway vehicle is caused by a pressure fluctuation as a vortex caused by a separated air flow at a corner in front of a leading vehicle. The inventor of the present invention thought that by breaking down a large two-dimensional vortex generated by separation, pressure fluctuations caused by the large two-dimensional vortex could be attenuated. Invented the invention.
【０００６】すなわち、上記課題を達成するため、本発
明に係る鉄道車両は、外妻面が互いに略平行な鉄道車両
において、少なくとも外妻面と両方の側面との境界近傍
に該境界部分で気流のはく離により発生する渦を細分化
する渦細分化手段及び／又は気流のはく離を小さくする
はく離抑制手段を備えていることを特徴とする。さらに
外妻面と屋根面との境界近傍にも渦細分化手段及び／又
ははく離抑制手段を備えていてもよい。That is, in order to achieve the above-mentioned object, a railway vehicle according to the present invention is a railway vehicle whose outer whet surfaces are substantially parallel to each other. It is characterized by comprising a vortex subdividing means for subdividing the vortex generated by the separation and / or a separation suppressing means for reducing the separation of the air flow. Further, a vortex subdivision unit and / or a separation suppressing unit may be provided near a boundary between the outer wall surface and the roof surface.
【０００７】このように、外妻面と両方の側面との境界
近傍に渦細分化手段を設けて該境界部分での気流のはく
離により発生する渦を細分化するか、はく離抑制手段を
設けてはく離自体を抑制することで、渦により発生する
車両前方の特に側面における圧力変動が小さくなる。こ
れにより、特に、車両前方の窓、ドアの振動が抑制され
る。As described above, the vortex subdividing means is provided near the boundary between the outer wedge surface and both side surfaces to subdivide the vortex generated due to the separation of the airflow at the boundary portion, or the vortex subdividing means is provided. By suppressing the peeling itself, pressure fluctuations caused by the vortex, particularly on the front side of the vehicle, are reduced. Thereby, the vibration of the windows and doors in front of the vehicle is particularly suppressed.
【０００８】この渦細分化手段は、例えば、車両側面に
おける気流の側面先端における気流を制御して発生する
渦を細分化する。こうしたはく離制御には、境界となる
角部から前方につきだすように凹凸平板、ブロック、突
起物を設けたり、角部にスリットを設けたり、角部分で
吹き出し、吸込みを与える、リブレットフィルムを張
る、等が有効である。The vortex subdivision means subdivides the vortex generated by controlling the airflow at the front end of the airflow on the side of the vehicle, for example. For such peeling control, a flat plate, block, or projection is provided so as to stick forward from the corner serving as the boundary, or a slit is provided at the corner, and blowing is performed at the corner, giving suction, stretching a riblet film, Etc. are effective.
【０００９】一方、はく離抑制手段は、車両先頭に空気
による擬似先頭部を形成して車両先頭部における気流を
制御し、気流のはく離を小さくするものでもよい。こう
した擬似先頭部としては、妻面の周囲が前方に突き出し
ているような構造が有効である。On the other hand, the separation suppressing means may be a means for forming a pseudo head portion by air at the head of the vehicle to control the airflow at the head portion of the vehicle to reduce the separation of the airflow. A structure in which the periphery of the wife surface protrudes forward is effective as such a pseudo leading portion.
【００１０】[0010]
【発明の実施の形態】以下、添付図面を参照して本発明
の好適な実施の形態について詳細に説明する。説明の理
解を容易にするため、各図面において同一の構成要素に
対しては可能な限り同一の参照番号を附し、重複する説
明は省略する。Preferred embodiments of the present invention will be described below in detail with reference to the accompanying drawings. In order to facilitate understanding of the description, the same constituent elements are denoted by the same reference numerals as much as possible in each drawing, and redundant description will be omitted.
【００１１】図１は、本発明に係る鉄道車両を示す斜視
図である。この鉄道車両１は、複数の車両を連結したも
のであり、各車両は基本的に略直方体形状をなしてい
る。例えば、先頭車両１０では、先頭端面であるほぼ平
面形状の外妻面１１と、後続車両に連結される内妻面１
２とが対向し、同様にほぼ平面の側面２１、２２同士と
屋根面３１と車台上の床面３２とが対向している。FIG. 1 is a perspective view showing a railway vehicle according to the present invention. This railway vehicle 1 is formed by connecting a plurality of vehicles, and each vehicle basically has a substantially rectangular parallelepiped shape. For example, in the leading vehicle 10, a substantially flat outer end surface 11 which is a leading end surface and an inner end surface 1 connected to a succeeding vehicle are provided.
Similarly, the substantially flat side surfaces 21 and 22, the roof surface 31, and the floor surface 32 on the chassis face each other.
【００１２】この先頭車両１０の外妻面１１側の端部に
は運転席１３が設けられており、外妻面１１は窓１４を
有している。外妻面１１と側面２１、２２、屋根面３
１、床面３２との境界部分には縁部材１５が設けられ、
縁部材１５の側面２１、２２側には、突起部材１６が設
けられている。この突起部材１６が本発明に係る渦細分
化手段、はく離抑制手段である。側面２１、２２には、
乗務員乗降用のドア２３の後方に窓２４と乗客乗降用の
ドア２５が複数設けられている。A driver's seat 13 is provided at an end of the leading vehicle 10 on the outer wife surface 11 side, and the outer wife surface 11 has a window 14. Outer face 11 and side faces 21 and 22, roof face 3
1. An edge member 15 is provided at a boundary portion with the floor surface 32,
The protrusion member 16 is provided on the side surfaces 21 and 22 of the edge member 15. The protruding member 16 is a vortex subdivision unit and a separation suppressing unit according to the present invention. On the sides 21 and 22,
A plurality of windows 24 and a plurality of passenger entry / exit doors 25 are provided behind the crew entry / exit door 23.
【００１３】本実施形態における突起部材１６は、５個
の三角形の薄板をその頂点が車両の進行方向を向くよう
に並べた鋸歯形状をしている。The protruding member 16 in the present embodiment has a sawtooth shape in which five triangular thin plates are arranged so that their vertices face the traveling direction of the vehicle.
【００１４】本実施形態の鉄道車両の走行時には、外妻
面１１に衝突した気流が側面２１あるいは２２へと回り
込む際に、突起部材１６の各三角形の隙間を通ることで
この突起部材１６部分で起こる気流のはく離により発生
する渦が大きくなることがなく、渦が細分化される。そ
のため、渦による圧力変動のピーク周波数の値が小さく
なる。また、はく離が小さくなり圧力変動自体も小さく
なる。その結果、側面２１、２２における圧力変動が小
さくなる。これにより、窓２４、ドア２３、２５の振動
が抑制される。During travel of the railway vehicle of the present embodiment, when the airflow colliding with the outer wedge surface 11 goes around to the side surface 21 or 22, the airflow passes through each triangular gap of the projection member 16, so that the airflow at the projection member 16 is The vortex generated by the separation of the generated air current does not become large, and the vortex is subdivided. Therefore, the value of the peak frequency of the pressure fluctuation due to the vortex decreases. In addition, peeling is reduced, and pressure fluctuation itself is also reduced. As a result, pressure fluctuations on the side surfaces 21 and 22 are reduced. Thereby, the vibration of the window 24 and the doors 23 and 25 is suppressed.
【００１５】本発明では、車両の前面に突起部材１６を
配置するだけの簡単な構成で側面の圧力変動を抑えるこ
とができ、車両の製造、改造が容易である。そして、こ
の構成の変化は、車両内部の構造に影響しないので客室
定員を従来通り確保することもできる。According to the present invention, the pressure fluctuation on the side surface can be suppressed by a simple structure in which the projection member 16 is simply arranged on the front surface of the vehicle, and the manufacture and modification of the vehicle are easy. This change in configuration does not affect the internal structure of the vehicle, so that the cabin capacity can be secured as before.
【００１６】本発明者は、突起部材１６を含む気流のは
く離により発生する渦の細分化手段による車両側面の圧
力変動低減効果を確認する実験を行ったので、以下、そ
の実験結果について説明する。The inventor of the present invention has conducted an experiment for confirming the effect of reducing the pressure fluctuation on the side of the vehicle by means of subdividing the vortex generated by the separation of the airflow including the projection member 16, and the experiment result will be described below.
【００１７】図２は、比較実験に用いた車両模型５０の
基本的構造を示す斜視図である。車両模型５０は、実物
車両の１／２０スケールであって、幅ｗが１４０ｍｍ、
高さｈが１３０ｍｍ、長さｌが１２００ｍｍの略直方体
形状とした。FIG. 2 is a perspective view showing the basic structure of the vehicle model 50 used in the comparative experiment. The vehicle model 50 is a 1/20 scale of a real vehicle, has a width w of 140 mm,
The shape was a substantially rectangular parallelepiped shape having a height h of 130 mm and a length l of 1200 mm.
【００１８】そして、前面５１の形状を図３（ａ）〜
（ｄ）に示される４種類の形状に変えてそれぞれ所定の
条件で風洞実験を行った。図３（ａ）に示される形状Ａ
は、いわゆる「切妻」型の形状であり、角部を直角の形
状とした。図３（ｂ）に示される形状Ｂは、角部を１５
ｍｍのＲ形状とした。図３（ｃ）に示される形状Ｃは、
形状Ａの側部に突起部材として平板状の突起部材５５を
設けた。突起部の幅は１０８ｍｍとし、前面からの突出
量は６ｍｍとした。図３（ｄ）に示される形状Ｄは、形
状Ａの側部に突起部材として鋸歯状の突起部材５６を設
けたものであり、上述の実施形態に相当する。ここで
は、鋸歯状部の頂角を９０度、その頂点の間隔を２４ｍ
ｍ、前面からの突出量を１２ｍｍに設定した。The shape of the front surface 51 is shown in FIGS.
Wind tunnel experiments were carried out under predetermined conditions while changing to the four shapes shown in (d). Shape A shown in FIG.
Has a so-called "gable" shape, and the corners have a right angle. The shape B shown in FIG.
mm R shape. The shape C shown in FIG.
A plate-shaped projection member 55 was provided as a projection member on the side of the shape A. The width of the protrusion was 108 mm, and the amount of protrusion from the front surface was 6 mm. A shape D shown in FIG. 3D has a sawtooth-shaped projection member 56 provided as a projection member on the side of the shape A, and corresponds to the above-described embodiment. Here, the apex angle of the sawtooth portion is 90 degrees, and the interval between the vertices is 24 m.
m, and the protrusion amount from the front surface was set to 12 mm.
【００１９】風洞は、測定部が２×２×５ｍであり、測
定部前縁から２ｍ、床面から０．１ｍの位置に模型５０
を流れに平行に設置して風速３８ｍ／ｓで実験を行っ
た。模型５０の横幅ｗを代表長さとすると、そのレイノ
ルズ数は３．６７×１０5に相当する。この条件で、側
面の圧力分布を差圧計を用いて測定するとともに、流動
パラフィンと二酸化チタン、オレイン酸を混合したオイ
ルを利用した油点法により物体表面の流れを可視化して
調べた。In the wind tunnel, the measuring section is 2 × 2 × 5 m, and the model 50 is located at a position 2 m from the front edge of the measuring section and 0.1 m from the floor.
Was set in parallel with the flow, and the experiment was performed at a wind speed of 38 m / s. If the width w of the model 50 is a representative length, its Reynolds number is equivalent to 3.67 × 10 5 . Under these conditions, the pressure distribution on the side surface was measured using a differential pressure gauge, and the flow on the surface of the object was visualized and examined by an oil spot method using an oil in which liquid paraffin, titanium dioxide, and oleic acid were mixed.
【００２０】以下、比較実験結果について説明する。図
４は、圧力変動分布を示したグラフであり、横軸が車両
の先頭位置からの距離を、縦軸はその位置における圧力
変動の二乗平均値（ｒｍｓ値）を示している。したがっ
て、瞬間的にはこの１．５倍から２．０倍の圧力が左右
側面に作用することになる。図４に示されるように、圧
力変動値は、形状Ｂ、形状Ａ、形状Ｃ、形状Ｄの順に小
さくなった。そして、形状Ｂでは、他の３つに比べて変
動のピーク値が大きく、その位置も上流側に移動してい
る。残る３つの形状では、変動のピーク位置には大きな
差は見られないが、ピーク値は突起部を設けた形状Ｃ、
形状Ｄのほうが、突起部を設けていない形状Ａより小さ
く、形状Ｄでは、そのピーク値は形状Ａより２０％ほど
低減された。Hereinafter, the results of comparative experiments will be described. FIG. 4 is a graph showing the pressure fluctuation distribution, in which the horizontal axis indicates the distance from the head position of the vehicle, and the vertical axis indicates the root-mean-square value (rms value) of the pressure fluctuation at that position. Therefore, the pressure 1.5 to 2.0 times acts on the left and right sides momentarily. As shown in FIG. 4, the pressure fluctuation values decreased in the order of shape B, shape A, shape C, and shape D. Then, in the shape B, the peak value of the fluctuation is larger than those of the other three, and the position is also moved to the upstream side. In the remaining three shapes, there is no significant difference between the peak positions of the fluctuations, but the peak values are different for the shapes C having the protrusions.
The shape D was smaller than the shape A having no projection, and the peak value of the shape D was reduced by about 20% compared to the shape A.
【００２１】図５〜図８は、それぞれの試験における可
視化試験結果を示す写真である。図５に示されるよう
に、形状Ａでは、先端から１８０ｍｍ付近に再付着点が
観測された。図６に示されるように、形状Ｂでは、再付
着点は先端から１００ｍｍ付近とより前方に移動してい
た。一方、図７、図８に示されるように、突起部を設け
た場合は、側面の再付着点については形状Ａと大きな差
は見られなかった。これは、上述の圧力変動分布の結果
と一致している。FIGS. 5 to 8 are photographs showing the results of the visualization test in each test. As shown in FIG. 5, in the shape A, a reattachment point was observed at about 180 mm from the tip. As shown in FIG. 6, in the case of the shape B, the reattachment point was moved to the vicinity of 100 mm from the tip and further forward. On the other hand, as shown in FIGS. 7 and 8, when the projections were provided, there was no significant difference between the shape A and the reattachment points on the side surfaces. This is consistent with the result of the pressure fluctuation distribution described above.
【００２２】以上の比較実験結果から、突起部を設けて
渦を細分化することで側面の圧力変動分布を低減する本
発明の効果を確認することができた。From the results of the above comparative experiments, it was confirmed that the present invention has an effect of reducing the pressure fluctuation distribution on the side surface by subdividing the vortex by providing a projection.
【００２３】上述の実施形態では、鋸歯状の突起物１６
を設ける例を説明したが、渦細分化手段、はく離抑制手
段はこれに限られるものではない。渦細分化手段は、図
９（ａ）、（ｂ）にそれぞれ示されるように半円板を並
べた形状や、櫛歯状の形状としてもよい。または、図９
（ｃ）に示されるように、鋸歯状の各々に丸みをつけて
もよい。In the above-described embodiment, the serrated protrusion 16
Has been described, but the vortex subdivision means and the separation suppression means are not limited to these. As shown in FIGS. 9A and 9B, the vortex subdivision means may have a shape in which semi-circles are arranged, or a comb-like shape. Or, FIG.
As shown in (c), each of the sawtooth shapes may be rounded.
【００２４】さらに、突起部１６は車体前方に突き出し
ている必要はなく、図１０（ａ）〜（ｄ）に示されるよ
うに、車体前面１１の角部に近い側面２１あるいは角部
のＲ部に半球状（図１０（ａ））、円柱あるいは角柱状
（図１０（ｂ））、涙滴型（図１０（ｃ））、円錐ある
いは角錐状（図１０（ｄ））の突起物１６を配置しても
同様の効果が得られる。Further, the projection 16 does not need to protrude forward of the vehicle body, and as shown in FIGS. 10 (a) to 10 (d), the side 21 near the corner of the front surface 11 of the vehicle body or the R portion of the corner. A projection 16 in the form of a hemisphere (FIG. 10 (a)), a column or prism (FIG. 10 (b)), a teardrop (FIG. 10 (c)), a cone or a pyramid (FIG. 10 (d)). The same effect can be obtained by disposing.
【００２５】また、突起物１６を設けるのではなく、角
部分にスリット１６’を設けたり（図１１（ａ））、Ｒ
状になっている角部分の表面にμｍオーダーの溝がつけ
られているリブレットフィルム１６''を溝方向が気流の
流れに沿う様に張りつけたり（図１１（ｂ））してもよ
い。リブレットフィルム１６''は気流のはく離位置が明
確でない場合に特に有効である。Instead of providing the projection 16, a slit 16 'may be provided at the corner (FIG. 11A).
A riblet film 16 ″ having a μm-order groove formed on the surface of the corner portion may be attached so that the groove direction follows the flow of the airflow (FIG. 11B). The riblet film 16 ″ is particularly effective when the separation position of the airflow is not clear.
【００２６】さらには、角部に気流の湧き出しや吸い込
み部を設けて、気流を撹乱しても同様の効果が得られ
る。気流の湧き出しや吸い込みは車両壁面における気流
の圧力差を利用して生成することが好ましい。さらに、
突起物１６を側面２１、２２だけでなく、屋根面３１、
床面３２側に設けてもよい。Furthermore, the same effect can be obtained even if the air flow is disturbed by providing an air flow source or suction part at the corners. It is preferable that the flow of the airflow and the suction of the airflow are generated by utilizing the pressure difference of the airflow on the vehicle wall. further,
The protrusions 16 can be used not only on the side surfaces 21 and 22 but also on the roof surface 31,
It may be provided on the floor surface 32 side.
【００２７】一方、はく離抑制手段としては、比較実験
で効果が確認されたような平板状の突起物（図３（ｃ）
参照）等が好適に使用できる。さらに、図１２に示され
るように縁部全体が車体前方に突き出した構造の擬似先
頭部１６ａを設けてもよい。On the other hand, as the peeling suppressing means, a plate-like protrusion (FIG. 3 (c)) whose effect was confirmed in a comparative experiment was used.
And the like) can be preferably used. Further, as shown in FIG. 12, a pseudo leading portion 16a having a structure in which the entire edge protrudes forward of the vehicle body may be provided.
【００２８】さらに、上述したような渦細分化手段とは
く離抑制手段とを組み合わせてもよい。これらの渦細分
化手段やはく離抑制手段は、ゴム等の弾性部材で形成す
れば、先頭車同士を連結する際に、車両間の転落防止装
置や外付けの幌の役割を兼ねることができ、さらに好ま
しい。Further, the above-mentioned vortex subdivision means and the separation suppressing means may be combined. If these vortex subdivision means and separation suppression means are formed of an elastic member such as rubber, when connecting the leading vehicles, they can also function as a fall prevention device between vehicles and an external hood, More preferred.
【００２９】[0029]
【発明の効果】以上説明したように本発明によれば、車
両前面の縁部分に設けた突起物等の渦細分化手段及び／
又ははく離抑制手段により、当該縁部分で気流がはく離
して発生する渦を細分化するか気流のはく離自体を抑制
しているので、車両側面の再循環領域内で強い渦が発生
するのを抑制し、圧力変動を抑えて特に車両前方の窓、
ドアの振動が抑制される。さらに、車体内部の構造に手
を加える必要が無いので、客室定員を確保したうえで空
気抵抗の低減が図れる。As described above, according to the present invention, vortex subdivision means such as protrusions provided on the edge portion of the front of the vehicle and / or
Alternatively, the separation of the vortex generated by the separation of the air flow at the edge portion by the separation suppression means or the suppression of the separation of the air flow itself is suppressed, so that the generation of a strong vortex in the recirculation area on the side of the vehicle is suppressed. To reduce pressure fluctuations, especially in front of the vehicle,
The vibration of the door is suppressed. Furthermore, since there is no need to modify the structure inside the vehicle body, it is possible to reduce the air resistance while securing the cabin capacity.
【図１】本発明に係る鉄道車両を示す斜視図である。FIG. 1 is a perspective view showing a railway vehicle according to the present invention.
【図２】比較実験模型を示す斜視図である。FIG. 2 is a perspective view showing a comparative experimental model.
【図３】比較実験に用いた模型の前方形状をそれぞれ示
す図である。FIG. 3 is a diagram showing a front shape of a model used in a comparative experiment.
【図４】比較実験の圧力変動測定結果を示すグラフであ
る。FIG. 4 is a graph showing the results of pressure fluctuation measurement in a comparative experiment.
【図５】比較実験における形状Ａの可視化実験結果を示
す写真である。FIG. 5 is a photograph showing a result of a visualization experiment of shape A in a comparative experiment.
【図６】比較実験における形状Ｂの可視化実験結果を示
す写真である。FIG. 6 is a photograph showing a result of a visualization experiment of shape B in a comparative experiment.
【図７】比較実験における形状Ｃの可視化実験結果を示
す写真である。FIG. 7 is a photograph showing the results of a visualization experiment of shape C in a comparative experiment.
【図８】比較実験における形状Ｄの可視化実験結果を示
す写真である。FIG. 8 is a photograph showing the results of a visualization experiment of shape D in a comparative experiment.
【図９】本発明に係る鉄道車両における突起物の別の実
施形態を示す図である。FIG. 9 is a view showing another embodiment of the protrusion in the railway vehicle according to the present invention.
【図１０】本発明に係る鉄道車両における突起物のさら
に別の実施形態を示す図である。FIG. 10 is a view showing still another embodiment of the protrusion in the railway vehicle according to the present invention.
【図１１】本発明に係る鉄道車両における渦細分化手段
の別の実施形態を示す図である。FIG. 11 is a diagram showing another embodiment of the vortex subdivision means in the railway vehicle according to the present invention.
【図１２】本発明に係る鉄道車両における渦細分化手段
のさらに別の実施形態を示す図である。FIG. 12 is a view showing still another embodiment of the vortex subdivision means in the railway vehicle according to the present invention.
１…鉄道車両、１０…先頭車両、１１…外妻面、１５…
縁部材、１６…突起部材（渦細分化手段）、２１、２２
…側面、３１…屋根面、３２…床面。DESCRIPTION OF SYMBOLS 1 ... Railroad vehicle, 10 ... Leading vehicle, 11 ... Outside wife side, 15 ...
Edge member, 16 Projection member (vortex subdivision means), 21, 22
... side surface, 31 ... roof surface, 32 ... floor surface.
Claims (4)
て、 少なくとも前記外妻面と両方の側面との境界近傍に該境
界部分で気流のはく離により発生する渦を細分化する渦
細分化手段及び／又は気流のはく離を小さくするはく離
抑制手段を備えていることを特徴とする鉄道車両。1. A railcar whose outer whet surfaces are substantially parallel to each other, wherein a vortex subdividing means for subdividing a vortex generated by air flow separation at at least a boundary between the outer wive surface and both side surfaces. And / or a peeling suppressing means for reducing peeling of an air flow.
記渦細分化手段及び／又は前記はく離抑制手段を備えて
いる請求項１記載の鉄道車両。2. The railway vehicle according to claim 1, further comprising the vortex subdivision unit and / or the separation suppression unit near a boundary between the outer wall surface and the roof surface.
気流の前記側面先端における気流のはく離を制御して発
生する渦を細分化することを特徴とする請求項１または
２に記載の鉄道車両。3. The railway vehicle according to claim 1, wherein the vortex subdivision means subdivides the vortex generated by controlling the separation of the airflow at the front end of the airflow on the side surface of the vehicle. .
による擬似先頭部を形成して車両先頭部における気流を
制御し、気流のはく離を小さくすることを特徴とする請
求項１または２に記載の鉄道車両。4. The apparatus according to claim 1, wherein the separation suppressing means forms a pseudo head part by air at the head of the vehicle to control the airflow at the head part of the vehicle, thereby reducing the separation of the airflow. Railway car.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP30822099A JP2001122110A (en) | 1999-10-29 | 1999-10-29 | Rolling stock |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP30822099A JP2001122110A (en) | 1999-10-29 | 1999-10-29 | Rolling stock |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JP2001122110A true JP2001122110A (en) | 2001-05-08 |
Family
ID=17978380
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP30822099A Pending JP2001122110A (en) | 1999-10-29 | 1999-10-29 | Rolling stock |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2001122110A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2002145059A (en) * | 2000-11-07 | 2002-05-22 | Nippon Sharyo Seizo Kaisha Ltd | Connecting part external hood of railway rolling stock |
| JP2009023572A (en) * | 2007-07-23 | 2009-02-05 | Hitachi Ltd | Moving vehicle |
| EP2371652A1 (en) * | 2009-09-24 | 2011-10-05 | Tangshan Railway Vehicle Co., Ltd | Drag reduction device between carriages of high-speed motor train set |
-
1999
- 1999-10-29 JP JP30822099A patent/JP2001122110A/en active Pending
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2002145059A (en) * | 2000-11-07 | 2002-05-22 | Nippon Sharyo Seizo Kaisha Ltd | Connecting part external hood of railway rolling stock |
| JP2009023572A (en) * | 2007-07-23 | 2009-02-05 | Hitachi Ltd | Moving vehicle |
| EP2371652A1 (en) * | 2009-09-24 | 2011-10-05 | Tangshan Railway Vehicle Co., Ltd | Drag reduction device between carriages of high-speed motor train set |
| EP2371652A4 (en) * | 2009-09-24 | 2012-06-13 | Tangshan Railway Vehicle Co | Drag reduction device between carriages of high-speed motor train set |
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