JP2019199223A - Forefront part structure of movable body - Google Patents

Forefront part structure of movable body Download PDF

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JP2019199223A
JP2019199223A JP2018096008A JP2018096008A JP2019199223A JP 2019199223 A JP2019199223 A JP 2019199223A JP 2018096008 A JP2018096008 A JP 2018096008A JP 2018096008 A JP2018096008 A JP 2018096008A JP 2019199223 A JP2019199223 A JP 2019199223A
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sectional area
change rate
area change
shape
cross
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JP7033827B2 (en
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徳蔵 宮地
Tokuzo Miyaji
徳蔵 宮地
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Railway Technical Research Institute
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • 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

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Abstract

To provide a forefront part structure of a movable body which can further improve the effect of reducing microbarometric waves.SOLUTION: A forefront part structure 6 has microbarometric wave reduction performance that can reduce microbarometric waves generated when a vehicle 2 enters a tunnel. A forefront part shape S of the forefront part structure 6 is optimized since it is assumed to have a plurality of peaks in cross sectional area change rate. With respect to the forefront part shape S as shown in the figure (A), the cross sectional area change rate dA/dX is represented by combination of predetermined numbers (for example, 10 numerical values) of error functions, and the values of peaks Pto Pof the cross sectional area change rate dA/dX, and the position and the spread thereof are optimized as optimum parameters. With respect to the forefront part shape S, there are at least three peaks Pto Pin the cross sectional area change rate distribution dA/dX of the forefront part 5A of the vehicle 2. As shown in the figure (A), the forefront part shape S has the peaks Pto Pof the cross sectional area change rate distribution dA/dX in a forefront part tip 5a, a forefront part intermediate 5b, and a forefront part rear end 5c.SELECTED DRAWING: Figure 1

Description

この発明は、移動体がトンネル内に突入するときに発生する微気圧波を低減可能な微気圧波低減性能を有する移動体の先頭部構造に関する。   The present invention relates to a head structure of a moving body having a micro-pressure wave reducing performance capable of reducing a micro-pressure wave generated when the moving body enters a tunnel.

列車が高速でトンネル内に突入するとトンネル内に圧縮波が生じる。この圧縮波は音速でトンネル内を伝搬し、出口で開口端反射する。この反射の際にトンネル外に放射されるパルス状の圧力波のことをトンネル微気圧波あるいは単に微気圧波と呼ぶ。微気圧波は、発破音や家屋の振動・ガタツキに騒音などの原因となるため対策を講じる必要がある。微気圧波は、トンネル出口に到着した圧縮波の圧力勾配（圧縮波の時間変化率）の最大値にほぼ比例するため、圧縮波の形成時間を長くして圧力勾配をなだらかにする対策が有効となる。実際の新幹線（登録商標）では列車先頭部の延伸・最適化や緩衝工の設置・延伸などの対策が行われている。   When the train enters the tunnel at high speed, a compression wave is generated in the tunnel. This compressed wave propagates through the tunnel at the speed of sound and is reflected at the exit end at the exit. A pulsed pressure wave radiated outside the tunnel during this reflection is called a tunnel micro-pressure wave or simply a micro-pressure wave. Since micro-pressure waves cause blasting noise, house vibration and rattling noise, it is necessary to take measures. Since the micro-pressure wave is almost proportional to the maximum value of the pressure gradient of the compression wave that arrives at the tunnel exit (time change rate of the compression wave), it is effective to take measures to make the pressure gradient gentle by extending the compression wave formation time. It becomes. In actual Shinkansen (registered trademark), measures such as extension / optimization of the train head and installation / extension of shock absorbers are taken.

図７に示す従来の先頭部形状Ｓ'は、車両１０２の先頭部先端１０５ａの断面積変化率が大きく、車両１０２の先頭部１０５Ａで断面積変化率が一定で増加し、車両１０２の後尾部１０５Ｂで断面積変化率が一定である。従来、微気圧波低減のための先頭部形状は、図７に示すような列車先端部をのぞき断面積変化率が一定となる形状がよいとされてきた（例えば、非特許文献１参照）。現在の新幹線列車の先頭部形状は、この方針が反映されている。このような従来の微気圧波低減のための先頭部形状は、少ない設計パラメータによって表現された先頭部形状を最適化して得られたものである。微気圧波低減のための先頭部形状では、音響理論をもとに列車先頭部長さを考慮した圧力勾配最大値の無次元化が提案されており、この圧力勾配最大値の逆数を効率として定義している（例えば、非特許文献２参照）。   7 has a large cross-sectional area change rate at the front end tip 105a of the vehicle 102, and the cross-sectional area change rate increases constantly at the front end 105A of the vehicle 102. At 105B, the cross-sectional area change rate is constant. Conventionally, the shape of the leading portion for reducing the micro-pressure wave has been considered to be a shape having a constant cross-sectional area change rate except for the train tip as shown in FIG. 7 (see, for example, Non-Patent Document 1). This policy is reflected in the shape of the front of the current Shinkansen train. Such a conventional head shape for reducing micro-pressure waves is obtained by optimizing the head shape expressed by a small number of design parameters. For the shape of the head for reducing micro-pressure waves, a dimensionless maximum pressure gradient has been proposed based on acoustic theory, taking into account the length of the train head, and the inverse of this pressure gradient is defined as efficiency. (See, for example, Non-Patent Document 2).

飯田 雅宣、他４名，「トンネル微気圧波低減のための列車先頭部形状の最適化」，日本機械学会論文集Ｂ編, 1996年，第62巻, p.1428〜1435Masanori Iida and four others, “Optimization of the shape of the train head for reducing tunnel micro-pressure waves”, Journal of the Japan Society of Mechanical Engineers, B, 1996, Vol. 62, pp. 1428-1435

Miyachi,T.,M.Fukuda,T.,Arai,T.," Nondimensional maximum pressure gradient of tunnel compression waves generated by offset running axisymmetric trains",Journal of Wind Engineering and Industrial Aerodynamics <http://www.sciencedirect.com/science/article/pii/S0167610515301525>Miyachi, T., M. Fukuda, T., Arai, T., "Nondimensional maximum pressure gradient of tunnel compression waves generated by offset running axisymmetric trains", Journal of Wind Engineering and Industrial Aerodynamics <http: //www.sciencedirect. com / science / article / pii / S0167610515301525>

このような従来の微気圧波低減のための先頭部形状では、効率は0.8程度であることが非特許文献２に示されている。この効率は、理想的な先頭部形状の場合には値が最大で1となるために、さらに微気圧波の低減効果の高い先頭部形状が存在する可能性が指摘された。   It is shown in Non-Patent Document 2 that the efficiency is about 0.8 in such a conventional head portion shape for reducing micro atmospheric pressure waves. Since this efficiency has a maximum value of 1 in the case of an ideal head shape, it has been pointed out that there is a possibility that a head shape having a higher effect of reducing micro-pressure waves exists.

この発明の課題は、微気圧波の低減効果をより一層向上させることができる移動体の先頭部構造を提供することである。   The subject of this invention is providing the head part structure of the moving body which can improve the reduction effect of a micro atmospheric pressure wave further.

この発明は、以下に記載するような解決手段により、前記課題を解決する。
なお、この発明の実施形態に対応する符号を付して説明するが、この実施形態に限定するものではない。
請求項１の発明は、図１（Ａ）、図２（Ａ）及び図３に示すように、移動体（２）がトンネル内に突入するときに発生する微気圧波を低減可能な微気圧波低減性能を有する移動体の先頭部構造であって、前記移動体の先頭部形状（Ｓ）は、この移動体の先頭部（５Ａ）の断面積変化率分布（ｄＡ*/ｄＸ）に少なくとも３つのピーク（Ｐ1〜Ｐ3）があることを特徴とする移動体の先頭部構造（６）である。 The present invention solves the above-mentioned problems by the solving means described below.
In addition, although the code | symbol corresponding to embodiment of this invention is attached | subjected and demonstrated, it is not limited to this embodiment.
As shown in FIGS. 1 (A), 2 (A) and 3, the invention of claim 1 is a micro atmospheric pressure capable of reducing micro atmospheric waves generated when the moving body (2) enters the tunnel. A moving body having a wave reducing performance, wherein the moving body has a head shape (S) at least in a cross-sectional area change rate distribution (dA * / dX) of the moving body's leading portion (5A). It is a head part structure (6) of the moving body characterized by having three peaks (P 1 to P 3 ).

請求項２の発明は、請求項１に記載の移動体の先頭部構造において、図１〜図３に示すように、前記移動体の先頭部形状は、この移動体の先頭部の先端部（５ａ）、中間部（５ｂ）及び後端部（５ｃ）に前記断面積変化率分布のピークがあることを特徴とする移動体の先頭部構造である。   According to a second aspect of the present invention, in the leading portion structure of the moving body according to the first aspect, as shown in FIGS. 5a), an intermediate portion (5b), and a rear end portion (5c) having a peak of the cross-sectional area change rate distribution, the moving body leading portion structure.

請求項３の発明は、請求項１又は請求項２に記載の移動体の先頭部構造において、図２（Ａ）に示すように、前記移動体の先頭部形状は、この移動体の先頭部の後端部（５ｃ）における前記断面積変化率分布（ｄＡ*/ｄＸ）がゼロであることを特徴とする移動体の先頭部構造である。 According to a third aspect of the present invention, in the leading portion structure of the movable body according to the first or second aspect, as shown in FIG. 2A, the leading portion shape of the movable body is the leading portion of the movable body. This is a leading part structure of a moving body characterized in that the cross-sectional area change rate distribution (dA * / dX) at the rear end (5c) of the moving body is zero.

請求項４の発明は、請求項１から請求項３までのいずれか１項に記載の移動体の先頭部構造において、図１（Ａ）及び図２（Ａ）に示すように、前記移動体の先頭部形状は、この移動体の先頭部の長さ（ｌn）が20m未満であるときには、この移動体の先頭部の断面積変化率分布に３つのピーク（Ｐ1〜Ｐ3）があることを特徴とする移動体の先頭部構造である。 According to a fourth aspect of the present invention, there is provided a moving body head structure according to any one of the first to third aspects, wherein, as shown in FIGS. 1 (A) and 2 (A), the moving body. When the length (l n ) of the leading portion of the moving body is less than 20 m, three peaks (P 1 to P 3 ) are present in the cross-sectional area change rate distribution of the leading portion of the moving body. It is the head part structure of the moving body characterized by being.

請求項５の発明は、請求項１から請求項３までのいずれか１項に記載の移動体の先頭部構造において、図３に示すように、前記移動体の先頭部形状は、この移動体の先頭部の長さ（ｌn）が20m以上であるときには、この移動体の先頭部の断面積変化率分布に４つ以上のピーク（Ｐ1〜Ｐ4）があることを特徴とする移動体の先頭部構造である。 According to a fifth aspect of the present invention, in the head structure of the movable body according to any one of the first to third aspects, as shown in FIG. When the length (l n ) of the head portion of the moving body is 20 m or more, the moving body is characterized in that there are four or more peaks (P 1 to P 4 ) in the cross-sectional area change rate distribution of the head portion of the moving body. It is the top structure of the body.

この発明によると、微気圧波の低減効果をより一層向上させることができる。   According to the present invention, the effect of reducing the micro-pressure wave can be further improved.

この発明の第１実施形態に係る移動体の先頭部構造の側面図であり、（Ａ）は先頭部形状が滑らかである場合を一例として模式的に示す側面図であり、（Ｂ）は先頭部形状の断面積変化率分布を一例として模式的に示すグラフである。BRIEF DESCRIPTION OF THE DRAWINGS It is a side view of the head part structure of the moving body which concerns on 1st Embodiment of this invention, (A) is a side view which shows typically the case where a head part shape is smooth, and (B) is a head. It is a graph which shows typically a sectional area change rate distribution of a part shape as an example. この発明の第２実施形態に係る移動体の先頭部構造の側面図であり、（Ａ）は先頭部形状が先頭部後端を後尾部先端と滑らかに接続した場合を一例として模式的に示す側面図であり、（Ｂ）は先頭部形状の断面積変化率分布を一例として模式的に示すグラフである。It is a side view of the head part structure of the movable body concerning a 2nd embodiment of this invention, and (A) shows typically the case where the head part shape connects the head part rear end smoothly with the tail part tip as an example. It is a side view, (B) is a graph which shows typically cross-sectional area change rate distribution of head part shape as an example. この発明の第３実施形態に係る移動体の先頭部構造の側面図であり、（Ａ）は先頭部形状が滑らかである場合を一例として模式的に示す側面図であり、（Ｂ）は先頭部形状が先頭部後端を後尾部先端と滑らかに接続した場合を一例として模式的に示す側面図である。It is a side view of the head part structure of the mobile object concerning a 3rd embodiment of this invention, (A) is a side view showing typically the case where the head part shape is smooth, and (B) is the head. FIG. 6 is a side view schematically showing, as an example, a case where the shape of the part smoothly connects the rear end of the head part to the tip of the tail part. この発明の実施例及び従来例に係る移動体の先頭部構造の側面図である。It is a side view of the head part structure of the movable body which concerns on the Example of this invention, and a prior art example. この発明の実施例及び従来例に係る移動体の先頭部構造における断面積変化率分布を一例として示すグラフである。It is a graph which shows the cross-sectional area change rate distribution in the head part structure of the moving body which concerns on the Example of this invention, and a prior art example as an example. この発明の実施例及び従来例に係る移動体の先頭部構造における圧力勾配波形を一例として示すグラフである。It is a graph which shows as an example the pressure-gradient waveform in the head part structure of the moving body which concerns on the Example of this invention, and a prior art example. 従来の移動体の先頭部構造を一例として模式的に示す側面図である。It is a side view which shows typically the head part structure of the conventional mobile body as an example.

（第１実施形態）
以下、図面を参照して、この発明の第１実施形態について詳しく説明する。
図１（Ａ）に示す軌道１は、車両２が走行する通路（線路）である。軌道１は、車両２の車輪を支持し案内する一対のレールなどを備えている。車両２は、軌道１に沿って移動する移動体である。車両２は、例えば、300km/h以上の高速で新幹線（登録商標）を走行する鉄道車両などの高速列車である。図１（Ａ）に示す車両２は、例えば、図中矢印方向に走行するときには先頭車両となり、この矢印方向とは逆方向に走行するときには後尾車両となる。車両２は、台車３と車体４などを備えている。台車３は、車体４を支持して軌道１上を走行する装置である。車体４は、乗務員及び乗客などの積載物を輸送するための構造物である。車体４は、先頭部５Ａと後尾部５Ｂとを備えている。車体４は、車両２を運転制御するための主幹制御器を操作する乗務員が乗車する乗務員室が先頭部５Ａ側に配置されており、乗客が乗車する客室が後尾部５Ｂ側に配置されている。 (First embodiment)
Hereinafter, a first embodiment of the present invention will be described in detail with reference to the drawings.
A track 1 shown in FIG. 1A is a path (track) on which the vehicle 2 travels. The track 1 includes a pair of rails that support and guide the wheels of the vehicle 2. The vehicle 2 is a moving body that moves along the track 1. The vehicle 2 is, for example, a high-speed train such as a railway vehicle that travels on the Shinkansen (registered trademark) at a high speed of 300 km / h or higher. The vehicle 2 shown in FIG. 1A is, for example, a leading vehicle when traveling in the direction of the arrow in the figure, and a trailing vehicle when traveling in the direction opposite to the arrow direction. The vehicle 2 includes a carriage 3 and a vehicle body 4. The carriage 3 is a device that supports the vehicle body 4 and travels on the track 1. The vehicle body 4 is a structure for transporting loads such as crew members and passengers. The vehicle body 4 includes a head portion 5A and a tail portion 5B. In the vehicle body 4, a crew room where a crew member who operates a master controller for driving and controlling the vehicle 2 is disposed on the front part 5 </ b> A side, and a passenger room on which a passenger gets is disposed on the rear part 5 </ b> B side. .

先頭部５Ａは、車両２の前部側を構成する部分である。先頭部５Ａは、空気抵抗及び微気圧波の低減を図るために長い流線形に形成されている。先頭部５Ａは、この先頭部５Ａの前部を構成する先頭部先端５ａと、この先頭部先端５ａと先頭部後端５ｃとの間の中間部を構成する先頭部中間５ｂと、この先頭部５Ａの後部を構成する先頭部後端５ｃなどを備えている。   The leading portion 5 </ b> A is a portion constituting the front side of the vehicle 2. The leading portion 5A is formed in a long streamline in order to reduce air resistance and micro-pressure waves. The leading portion 5A includes a leading end tip 5a constituting the front portion of the leading portion 5A, a leading portion intermediate portion 5b constituting an intermediate portion between the leading portion leading end 5a and the leading portion rear end 5c, and the leading portion. The head rear end 5c constituting the rear portion of 5A is provided.

後尾部５Ｂは、車両２の後部側を構成する部分である。後尾部５Ｂは、車両２の中心線に対して直交する垂直面で切断したときの断面積が略一定である。後尾部５Ｂは、先頭部後端５ｃと接続する後尾部先端５ｄと、この後尾部先端５ｄとは反対側の端部である後尾部後端５ｅなどを備えている。後尾部５Ｂは、編成中に中間車として組成される他の車両を連結する連結装置などを後尾部後端５ｅに備えている。   The rear part 5B is a part constituting the rear side of the vehicle 2. The rear part 5 </ b> B has a substantially constant cross-sectional area when cut by a vertical plane orthogonal to the center line of the vehicle 2. The tail part 5B includes a tail part front end 5d connected to the head part rear end 5c, a tail part rear end 5e that is an end part opposite to the tail part front end 5d, and the like. The rear portion 5B is provided with a connecting device for connecting other vehicles that are formed as intermediate vehicles during knitting at the rear portion rear end 5e.

先頭部構造６は、車両２がトンネル内に突入するときに発生する微気圧波を低減可能な微気圧波低減性能を有する構造である。先頭部構造６は、断面積変化率が複数のピークをもつことを前提に先頭部形状Ｓが最適化されている。先頭部構造６は、先頭部５Ａの周りの流れが断面積の急変化部で大きくはく離しないように、滑らかな先頭部形状Ｓに形成されている。   The leading portion structure 6 is a structure having a micro-pressure wave reducing performance capable of reducing a micro-pressure wave generated when the vehicle 2 enters the tunnel. In the head portion structure 6, the head portion shape S is optimized on the assumption that the cross-sectional area change rate has a plurality of peaks. The leading portion structure 6 is formed in a smooth leading portion shape S so that the flow around the leading portion 5A is not largely separated at the rapidly changing portion of the cross-sectional area.

先頭部形状Ｓは、車両２の中心線を通過する垂直面で切断したときの断面形状である。図１（Ａ）に示す先頭部形状Ｓは、所定の個数（例えば、10個）の誤差関数の組み合わせによって断面積変化率を表現し、断面積変化率のピークＰ1〜Ｐ3の大きさ、位置及び広がりを最適パラメータとして最適化されている。先頭部形状Ｓは、車両２の先頭部５Ａの断面積変化率分布に少なくとも３つのピークＰ1〜Ｐ3がある。先頭部形状Ｓは、断面積変化率が誤差関数の組み合わせで表される滑らかな形状である。ここで、断面積変化率とは、車両２の中心線に対して直交する垂直面で切断したときの断面積が先頭部先端５ａから後尾部後端５ｅに向かって変化する割合である。図１に示す断面積変化率分布ｄＡ*/ｄＸは、１０個の誤差関数を基底に与えられたものであり、各基底の大きさ、位置及び広がりをパラメータとして最適化されている。 The leading portion shape S is a cross-sectional shape when cut along a vertical plane passing through the center line of the vehicle 2. The head shape S shown in FIG. 1A expresses the cross-sectional area change rate by combining a predetermined number (for example, 10) of error functions, and the cross-sectional area change rate peaks P 1 to P 3 are large. The position and spread are optimized as the optimum parameters. The leading portion shape S has at least three peaks P 1 to P 3 in the cross-sectional area change rate distribution of the leading portion 5A of the vehicle 2. The leading portion shape S is a smooth shape in which the cross-sectional area change rate is represented by a combination of error functions. Here, the cross-sectional area change rate is a ratio at which the cross-sectional area when cut along a vertical plane orthogonal to the center line of the vehicle 2 changes from the front end 5a toward the rear rear end 5e. The cross-sectional area change rate distribution dA * / dX shown in FIG. 1 is obtained by giving 10 error functions to the base, and is optimized using the size, position, and spread of each base as parameters.

先頭部形状Ｓは、図１（Ａ）に示すように、先頭部先端５ａ、先頭部中間５ｂ及び先頭部後端５ｃに断面積変化率分布ｄＡ*/ｄＸのピークＰ1〜Ｐ3がある。先頭部形状Ｓは、先頭部先端５ａ、先頭部中間５ｂ及び先頭部後端５ｃにおいて断面積を略１/３程度ずつ増加させるような形状である。先頭部形状Ｓは、断面積変化率ｄＡ/ｄＸが先頭部先端５ａ及び先頭部後端５ｃで大きな単一のピークＰ1，Ｐ3を持ち、先頭部中間５ｂに小さく広いピークＰ2を持つ略Ｗ字型である。先頭部形状Ｓは、先頭部５Ａの長さｌnが20m未満であるときには、先頭部５Ａの断面積変化率分布ｄＡ*/ｄＸに３つのピークＰ1〜Ｐ3がある。 As shown in FIG. 1A, the head portion shape S has peaks P 1 to P 3 of the cross-sectional area change rate distribution dA * / dX at the head front end 5a, the head middle 5b, and the head rear end 5c. . The leading portion shape S is a shape that increases the cross-sectional area by about 1/3 at the leading end front end 5a, the leading end middle 5b, and the leading end rear end 5c. The head portion shape S has a large single peak P 1 , P 3 with a cross-sectional area change rate dA / dX at the leading end 5a and the leading end 5c, and a small wide peak P 2 at the leading middle 5b. It is substantially W-shaped. When the length l n of the head portion 5A is less than 20 m, the head portion shape S has three peaks P 1 to P 3 in the cross-sectional area change rate distribution dA * / dX of the head portion 5A.

この発明の第１実施形態に係る移動体の先頭部構造には、以下に記載するような効果がある。
(1) この第１実施形態では、車両２の先頭部５Ａの断面積変化率分布ｄＡ*/ｄＸに少なくとも３つのピークＰ1〜Ｐ3がある先頭部形状Ｓである。また、この第１実施形態では、車両２の先頭部先端５ａ、先頭部中間５ｂ及び先頭部後端５ｃに断面積変化率分布ｄＡ*/ｄＸのピークＰ1〜Ｐ3がある先頭部形状Ｓである。このため、断面積変化率分布ｄＡ*/ｄＸに３つのピークＰ1〜Ｐ3がある略Ｗ型の先頭部形状Ｓにすることによって、トンネル内の圧力勾配最大値のピークを分散することができ、微気圧波を低減することができる。 The leading part structure of the moving body according to the first embodiment of the present invention has the following effects.
(1) In the first embodiment, the head portion shape S has at least three peaks P 1 to P 3 in the cross-sectional area change rate distribution dA * / dX of the head portion 5A of the vehicle 2. Further, in the first embodiment, the leading end shape S having peaks P 1 to P 3 of the cross-sectional area change rate distribution dA * / dX at the leading end front end 5a, the leading end middle 5b, and the leading end rear end 5c of the vehicle 2. It is. For this reason, the peak of the pressure gradient maximum value in the tunnel can be dispersed by forming the substantially W-shaped head shape S having three peaks P 1 to P 3 in the cross-sectional area change rate distribution dA * / dX. It is possible to reduce micro-pressure waves.

(2) この第１実施形態では、車両２の先頭部５Ａの長さｌnが20m未満であるときには、この車両２の先頭部５Ａの断面積変化率分布ｄＡ*/ｄＸに３つのピークＰ1〜Ｐ3がある先頭部形状Ｓである。このため、トンネル内の圧力勾配波形のピーク値を低減することができる。 (2) In the first embodiment, when the length l n of the leading portion 5A of the vehicle 2 is less than 20 m, the three peak Ps appear in the cross-sectional area change rate distribution dA * / dX of the leading portion 5A of the vehicle 2. It is the head part shape S with 1 to P 3 . For this reason, the peak value of the pressure gradient waveform in the tunnel can be reduced.

（第２実施形態）
以下では、図１に示す部分と同一の部分については、同一の符号を付して詳細な説明を省略する。
図２（Ａ）に示す先頭部構造６は、先頭部５Ａの周りの流れが先頭部後端５ｃで大きくはく離しないように、先頭部後端５ｃが後尾部先端５ｄと滑らかに接続された先頭部形状Ｓに形成されている。先頭部形状Ｓは、所定の個数（例えば、10個）の誤差関数の組み合わせと、先頭部後端５ｃを後尾部先端５ｄと滑らかに接続することを表す重み関数とによって断面積変化率ｄＡ/ｄＸを表現し、断面積変化率ｄＡ/ｄＸのピークＰ1〜Ｐ3の大きさ、位置及び広がりを最適パラメータとして最適化されている。先頭部形状Ｓは、先頭部後端５ｃにおける断面積変化率分布ｄＡ*/ｄＸがゼロである。図１（Ａ）に示す先頭部形状Ｓは、車体４の断面積が一定になる後尾部先端５ｄと先頭部後端５ｃとの接続部において断面積変化率ｄＡ/ｄＸが不連続となり、流れのはく離による影響が懸念される。図２（Ａ）に示す先頭部形状Ｓは、車体４の断面積が一定になる後尾部先端５ｄと先頭部後端５ｃとの接続部において、この先頭部後端５ｃがこの後尾部先端５ｄと滑らかに接続するように丸みが付与されている。先頭部形状Ｓは、先頭部５Ａの後端にcos型の重み関数を乗じてこの先頭部形状Ｓが最適化されており、cos型の重み関数によって先頭部後端５ｃの断面積変化率ｄＡ/ｄＸが滑らかにゼロになる。 (Second Embodiment)
In the following, the same parts as those shown in FIG. 1 are denoted by the same reference numerals, and detailed description thereof is omitted.
The leading portion structure 6 shown in FIG. 2A has a leading end in which the leading end rear end 5c is smoothly connected to the trailing end leading end 5d so that the flow around the leading portion 5A is not largely separated at the leading end rear end 5c. A part shape S is formed. The head shape S is a cross-sectional area change rate dA / based on a combination of a predetermined number (for example, 10) of error functions and a weight function indicating that the head rear end 5c is smoothly connected to the tail tip 5d. dX is expressed, and the size, position, and spread of the peaks P 1 to P 3 of the cross-sectional area change rate dA / dX are optimized as the optimum parameters. In the head portion shape S, the cross-sectional area change rate distribution dA * / dX at the head rear end 5c is zero. 1A, the cross-sectional area change rate dA / dX becomes discontinuous at the connecting portion between the rear end front end 5d and the front end rear end 5c where the cross-sectional area of the vehicle body 4 is constant. There are concerns about the effects of peeling. 2A, the leading end shape S is a connecting portion between the leading end 5d and the leading end 5c where the cross-sectional area of the vehicle body 4 is constant, and the leading end 5c is the leading end 5d. And rounded to give a smooth connection. The leading portion shape S is optimized by multiplying the rear end of the leading portion 5A by a cos type weight function, and the cross-sectional area change rate dA of the leading portion rear end 5c by the cos type weight function. / dX becomes zero smoothly.

図２（Ａ）に示す先頭部形状Ｓは、先頭部先端５ａ、先頭部中間５ｂ及び先頭部後端５ｃに断面積変化率分布ｄＡ*/ｄＸにピークＰ1〜Ｐ3がある。先頭部形状Ｓは、先頭部５Ａの長さｌnが20m未満であるときには、先頭部５Ａの断面積変化率分布ｄＡ*/ｄＸに３つのピークＰ1〜Ｐ3がある。 The head shape S shown in FIG. 2A has peaks P 1 to P 3 in the cross-sectional area change rate distribution dA * / dX at the head front end 5a, the head middle 5b, and the head rear end 5c. When the length l n of the head portion 5A is less than 20 m, the head portion shape S has three peaks P 1 to P 3 in the cross-sectional area change rate distribution dA * / dX of the head portion 5A.

この発明の第２実施形態に係る移動体の先頭部構造には、第１実施形態の効果に加えて、以下に記載するような効果がある。
この第２実施形態では、車両２の先頭部後端５ｃにおける断面積変化率分布ｄＡ*/ｄＸがゼロである先頭部形状Ｓである。このため、車体４の断面積が一定になる後尾部先端５ｄと先頭部後端５ｃとの接続部における流れのはく離を抑制することができる。 In addition to the effects of the first embodiment, the leading portion structure of the moving body according to the second embodiment of the present invention has the effects described below.
In the second embodiment, the head portion shape S has a cross-sectional area change rate distribution dA * / dX at the head rear end 5c of the vehicle 2 that is zero. For this reason, it is possible to suppress separation of the flow at the connecting portion between the rear end front end 5d and the front end rear end 5c where the cross-sectional area of the vehicle body 4 is constant.

（第３実施形態）
図３に示す車体４は、車両２の先頭部５Ａの長さｌnが20m以上の長大な先頭部５Ａを備えている。図３（Ａ）に示す先頭部構造６は、図１（Ａ）に示す先頭部構造６と同様に滑らかな先頭部形状Ｓに形成されている。図３（Ｂ）に示す先頭部構造６は、図２（Ａ）に示す先頭部構造６と同様に先頭部後端５ｃが後尾部先端５ｄと滑らかに接続された先頭部形状Ｓに形成されている。先頭部形状Ｓは、車両２の先頭部５Ａの長さｌnが20m以上であるときには、この車両２の先頭部５Ａの断面積変化率分布ｄＡ*/ｄＸに４つのピークＰ1〜Ｐ4がある。この第３実施形態には、第１実施形態及び第２実施形態と同様の効果がある。 (Third embodiment)
The vehicle body 4 shown in FIG. 3 includes a long leading portion 5A in which the length l n of the leading portion 5A of the vehicle 2 is 20 m or more. The head portion structure 6 shown in FIG. 3A is formed in a smooth head portion shape S in the same manner as the head portion structure 6 shown in FIG. The leading portion structure 6 shown in FIG. 3B is formed in a leading portion shape S in which the leading portion rear end 5c is smoothly connected to the trailing portion leading end 5d in the same manner as the leading portion structure 6 shown in FIG. ing. The top portion shape S, when the length l n of the head portion 5A of the vehicle 2 is not less than 20m, the cross-sectional area change rate of the top portion 5A distribution dA * / dX 4 one at the peak P 1 to P 4 of the vehicle 2 There is. The third embodiment has the same effects as the first embodiment and the second embodiment.

図４に示すグラフは、実施例１，２及び従来例に係る先頭部形状を一例として示すグラフである。図４に示す縦軸は、形状であり、横軸は先頭部先端からの距離である。図５に示すグラフは、実施例１，２及び従来例に係る先頭部形状の断面積変化率分布ｄＡ*/ｄＸを一例として示すグラフである。図５に示す縦軸は、断面積変化率ｄＡ/ｄＸであり、横軸は先頭部先端からの距離である。図４及び図５に示す実施例１は、図１（Ａ）に示す第１実施形態に係る先頭部形状Ｓに相当し、先頭部５Ａの長さｌn=12mの断面積変化率分布ｄＡ*/ｄＸの例である。図４及び図５に示す実施例２は、図２（Ａ）に示す第２実施形態に係る先頭部形状Ｓに相当する断面積変化率分布ｄＡ*/ｄＸの例である。実施例１，２は、いずれもHoweの音響理論によって先頭部形状Ｓを最適化したときの断面積変化率分布ｄＡ*/ｄＸの例である。図４及び図５に示す従来例は、図７に示す従来の先頭部形状Ｓ'に相当する断面積変化率ｄＡ/ｄＸの例である。 The graph shown in FIG. 4 is a graph showing, as an example, the top shape according to Examples 1 and 2 and the conventional example. The vertical axis shown in FIG. 4 is the shape, and the horizontal axis is the distance from the front end. The graph shown in FIG. 5 is a graph showing, as an example, the cross-sectional area change rate distribution dA * / dX of the head shape according to Examples 1 and 2 and the conventional example. The vertical axis shown in FIG. 5 is the cross-sectional area change rate dA / dX, and the horizontal axis is the distance from the front end. Example 1 shown in FIGS. 4 and 5 corresponds to the head shape S according to the first embodiment shown in FIG. 1A, and the cross-sectional area change rate distribution dA having a length l n = 12 m of the head 5A. * / dX example. Example 2 shown in FIGS. 4 and 5 is an example of the cross-sectional area change rate distribution dA * / dX corresponding to the head portion shape S according to the second embodiment shown in FIG. Examples 1 and 2 are examples of the cross-sectional area change rate distribution dA * / dX when the head shape S is optimized according to Howe's acoustic theory. The conventional example shown in FIGS. 4 and 5 is an example of the cross-sectional area change rate dA / dX corresponding to the conventional head portion shape S ′ shown in FIG.

Howeの音響理論によって計算した圧力勾配波形を図６に示す。図６に示す縦軸は、圧力勾配∂ｐ/∂ｔであり、横軸は時間である。図６に示す圧力勾配波形のピークはトンネル微気圧波のピークに比例する。図６に示すように、実施例１，２の圧力勾配波形は従来例の圧力勾配波形に比べてピークが分散しており、微気圧波の低減効果が確認された。また、実施例１，２のような断面積変化率分布ｄＡ*/ｄＸが複数のピークを持つ先頭部形状が微気圧波の低減効果の高い先頭部形状であることが確認された。 The pressure gradient waveform calculated by Howe's acoustic theory is shown in FIG. The vertical axis shown in FIG. 6 is the pressure gradient ∂p / ∂t, and the horizontal axis is time. The peak of the pressure gradient waveform shown in FIG. 6 is proportional to the peak of the tunnel micro-pressure wave. As shown in FIG. 6, the pressure gradient waveforms of Examples 1 and 2 have more dispersed peaks than the pressure gradient waveform of the conventional example, and the effect of reducing the micro-pressure wave was confirmed. In addition, it was confirmed that the head shape having a plurality of peaks in the cross-sectional area change rate distribution dA * / dX as in Examples 1 and 2 is a head shape having a high effect of reducing micro-pressure waves.

（他の実施形態）
この発明は、以上説明した実施形態に限定するものではなく、以下に記載するように種々の変形又は変更が可能であり、これらもこの発明の範囲内である。
(1) この実施形態では、移動体として鉄道車両である場合を例に挙げて説明したがこれに限定するものではない。例えば、広い空間から狭い空間に突入する種々の移動体であって、高速で走行する磁気浮上式鉄道、自動車、航空機又は飛翔体などの移動体についても、この発明を適用することができる。また、この実施形態では、車両２が新幹線列車である場合を例に挙げて説明したが、在来線を走行する在来線列車、又は新幹線と在来線とを相互に走行可能な新在直通運転用の列車などについても、この発明を適用することができる。さらに、この実施形態では、構造物としてトンネルを例に挙げて説明したが、トンネル微気圧波を低減するためにトンネル坑口を覆うトンネル緩衝工、軌道１上に架け渡した跨線橋、軌道１上に駅本屋を配置した橋上駅などの構造物についてもこの発明を適用することができる。 (Other embodiments)
The present invention is not limited to the embodiment described above, and various modifications or changes can be made as described below, and these are also within the scope of the present invention.
(1) In this embodiment, the case where the moving body is a railway vehicle has been described as an example, but the present invention is not limited to this. For example, the present invention can also be applied to various moving objects that enter a narrow space from a wide space, such as a magnetic levitation railway, an automobile, an aircraft, or a flying object that travels at high speed. In this embodiment, the case where the vehicle 2 is a Shinkansen train has been described as an example. However, a conventional train that travels on a conventional line, or a new train that can travel between the Shinkansen and a conventional line mutually. The present invention can also be applied to trains for direct operation. Furthermore, in this embodiment, the tunnel is taken as an example of the structure. However, a tunnel buffer covering the tunnel wellhead to reduce the tunnel micro-pressure wave, a bridge over the track 1, a track 1 The present invention can also be applied to structures such as Hashigami Station where a station bookstore is arranged.

(2) この第１実施形態及び第２実施形態では、車両２の先頭部先端５ａにおける断面積変化率分布ｄＡ*/ｄＸのピークＰ1よりも、車両２の先頭部後端５ｃにおける断面積変化率分布ｄＡ*/ｄＸのピークＰ3のほうが小さい場合を例に挙げて説明したがこれに限定するものではない。例えば、車両２の先頭部先端５ａ及び／又は先頭部中間５ｂにおける断面積変化率分布ｄＡ*/ｄＸのピークＰ1，Ｐ2よりも、車両２の先頭部後端５ｃにおける断面積変化率分布ｄＡ*/ｄＸのピークＰ3のほうが小さくする場合についても、この発明を適用することができる。また、この第３実施形態では、車両２の先頭部５Ａの長さｌnが20m以上であるときには、この車両２の先頭部５Ａの断面積変化率分布ｄＡ*/ｄＸに４つのピークＰ1〜Ｐ4がある場合を例に挙げて説明したがこれに限定するものではない。例えば、車両２の先頭部５Ａの長さｌnが20m以上であるときには、この車両２の先頭部５Ａの断面積変化率分布ｄＡ*/ｄＸに４つ以上のピークＰ1，Ｐ2，Ｐ3，Ｐ4，…がある場合についても、この発明を適用することができる。 (2) cross-sectional area in this first embodiment and the second embodiment, than the peak P 1 of the cross-sectional area change rate distribution dA * / dX at the head tip 5a of the vehicle 2, the top rear end 5c of the vehicle 2 The case where the peak P 3 of the change rate distribution dA * / dX is smaller has been described as an example, but the present invention is not limited to this. For example, the cross-sectional area change rate distribution at the head rear end 5c of the vehicle 2 is higher than the peaks P 1 and P 2 of the cross-sectional area change rate distribution dA * / dX at the head front end 5a and / or the head middle 5b of the vehicle 2. The present invention can also be applied to the case where the peak P 3 of dA * / dX is made smaller. Further, in the third embodiment, when the length l n of the head portion 5A of the vehicle 2 is 20 m or more, the four peaks P 1 appear in the cross-sectional area change rate distribution dA * / dX of the head portion 5A of the vehicle 2. when there are to P 4 it has been described as an example not limited to this. For example, when the length l n of the head portion 5A of the vehicle 2 is 20 m or more, the cross-sectional area change rate distribution dA * / dX of the head portion 5A of the vehicle 2 has four or more peaks P 1 , P 2 , P The present invention can be applied to the case where there are 3 , P 4 ,.

１ 軌道
２ 車両（移動体）
３ 台車
４ 車体
５Ａ 先頭部
５Ｂ 後尾部
５ａ 先頭部先端
５ｂ 先頭部中間
５ｃ 先頭部後端
５ｄ 後尾部先端
５ｅ 後尾部後端
ｄＡ/ｄＸ 断面積変化率
ｄＡ*/ｄＸ 断面積変化率分布
∂ｐ/∂ｔ 圧力勾配
Ｓ 先頭部形状
Ｐ1〜Ｐ4 ピーク 1 track 2 vehicle (moving body)
3 dolly 4 car body 5A head part 5B tail part 5a head part front end 5b head part middle 5c head part rear end 5d tail part front end 5e tail part rear end dA / dX cross-sectional area change rate distribution dA * / dX cross-sectional area change rate distribution ∂p / ∂t Pressure gradient S Lead shape P 1 to P 4 peak

Claims (5)

移動体がトンネル内に突入するときに発生する微気圧波を低減可能な微気圧波低減性能を有する移動体の先頭部構造であって、
前記移動体の先頭部形状は、この移動体の先頭部の断面積変化率分布に少なくとも３つのピークがあること、
を特徴とする移動体の先頭部構造。 The structure of the front of the moving body has a micro-pressure wave reducing performance capable of reducing the micro-pressure wave generated when the moving body enters the tunnel,
The shape of the leading portion of the moving body has at least three peaks in the cross-sectional area change rate distribution of the leading portion of the moving body,
The top structure of a moving object characterized by 請求項１に記載の移動体の先頭部構造において、
前記移動体の先頭部形状は、この移動体の先頭部の先端部、中間部及び後端部に前記断面積変化率分布のピークがあること、
を特徴とする移動体の先頭部構造。 In the head part structure of the mobile object according to claim 1,
The shape of the leading portion of the moving body has a peak of the cross-sectional area change rate distribution at the front end portion, the middle portion and the rear end portion of the leading end portion of the moving body,
The top structure of a moving object characterized by 請求項１又は請求項２に記載の移動体の先頭部構造において、
前記移動体の先頭部形状は、この移動体の先頭部の後端部における前記断面積変化率分布がゼロであること、
を特徴とする移動体の先頭部構造。 In the head part structure of the movable body according to claim 1 or claim 2,
The leading end shape of the moving body is such that the cross-sectional area change rate distribution at the rear end of the leading end of the moving body is zero,
The top structure of a moving object characterized by 請求項１から請求項３までのいずれか１項に記載の移動体の先頭部構造において、
前記移動体の先頭部形状は、この移動体の先頭部の長さが20m未満であるときには、この移動体の先頭部の断面積変化率分布に３つのピークがあること、
を特徴とする移動体の先頭部構造。 In the head part structure of the movable body according to any one of claims 1 to 3,
The top shape of the moving body has three peaks in the cross-sectional area change rate distribution of the leading portion of the moving body when the length of the leading portion of the moving body is less than 20 m.
The top structure of a moving object characterized by 請求項１から請求項３までのいずれか１項に記載の移動体の先頭部構造において、
前記移動体の先頭部形状は、この移動体の先頭部の長さが20m以上であるときには、この移動体の先頭部の断面積変化率分布に４つ以上のピークがあること、
を特徴とする移動体の先頭部構造。 In the head part structure of the movable body according to any one of claims 1 to 3,
When the length of the leading portion of the moving body is 20 m or more, the shape of the leading portion of the moving body has four or more peaks in the cross-sectional area change rate distribution of the leading portion of the moving body,
The top structure of a moving object characterized by
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Citations (5)

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JPH11321640A (en) * 1998-05-12 1999-11-24 Kawasaki Heavy Ind Ltd Body form of head rolling stock
JP2002308092A (en) * 2001-04-11 2002-10-23 Nippon Sharyo Seizo Kaisha Ltd Forefront part shape of high speed railway rolling stock
JP2004066887A (en) * 2002-08-02 2004-03-04 Central Japan Railway Co Car body for railroad head car and railroad head car using the car body
JP2006056439A (en) * 2004-08-23 2006-03-02 Nippon Sharyo Seizo Kaisha Ltd High speed railway vehicle
WO2014202147A1 (en) * 2013-06-20 2014-12-24 Bombardier Transportation Gmbh High-speed rail vehicle provided with a streamlined nose

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2003063386A (en) 2001-08-22 2003-03-05 Nippon Sharyo Seizo Kaisha Ltd Top part shape of rapid-transit railway rolling stock

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH11321640A (en) * 1998-05-12 1999-11-24 Kawasaki Heavy Ind Ltd Body form of head rolling stock
JP2002308092A (en) * 2001-04-11 2002-10-23 Nippon Sharyo Seizo Kaisha Ltd Forefront part shape of high speed railway rolling stock
JP2004066887A (en) * 2002-08-02 2004-03-04 Central Japan Railway Co Car body for railroad head car and railroad head car using the car body
JP2006056439A (en) * 2004-08-23 2006-03-02 Nippon Sharyo Seizo Kaisha Ltd High speed railway vehicle
WO2014202147A1 (en) * 2013-06-20 2014-12-24 Bombardier Transportation Gmbh High-speed rail vehicle provided with a streamlined nose

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