JP6473257B2 - Railway vehicle - Google Patents

Description

  The present invention relates to a railway vehicle including a carriage having a carriage side cover that accommodates the carriage in order to reduce air resistance generated by the carriage and the cavity when the railway vehicle is traveling at high speed.

  High speed rail networks meet the need to quickly carry passengers and cargo with energy efficient means of transportation. However, as the train speed increases, the air resistance generated by the train increases in proportion to the square of the train speed, leading to a major source of resistance to forward travel, reducing vehicle energy efficiency. . In order to reduce the air resistance, the side that hits the wind is protected to prevent high-speed flow collisions, taking into account that the railway bogie is the component that contributes most to the generation of turbulence and resistance. Therefore, a trolley side cover that covers the trolley side surface is employed.

  Since the advent of high-speed trains, several bogie side covers that can be attached to railway vehicle bodies have been developed. Such a trolley cover is hereinafter referred to as a “conventional trolley side cover”.

  A cart side cover fixed to a railway cart is proposed in Patent Document 1. Such a cover is constituted by a single rigid case that is attached to the carriage and protects the carriage from the inflow.

International Publication No. 2012/0669269

  The trolley side cover is important in that it reduces resistance by preventing inflow from the side of the railway vehicle from hitting the trolley. Such inflows generate turbulence and increase resistance. The reduction in resistance by the trolley side cover is particularly relevant for high-speed trains because the resistance increases in proportion to the square of the train speed.

  The conventional truck side cover is mounted on the bottom and / or substructure of the railway vehicle. It must be wide enough to allow the rail car to rotate (the rail car rotates sideways to follow the rail curve). However, when the train needs to travel on a rail network featuring a narrow gauge (as in the UK case), the conventional truck side cover is too wide to be installed.

  The carriage frame includes two parallel side beams, a cross beam connecting the central portions of the side beams, and a second suspension receiving base in the central portion of the side beams. When viewed from above, the bogie frame has a generally H shape.

  When the railway vehicle is traveling on the track at a high speed, the bogie frame can be deformed due to vibration caused by the unevenness of the track. For this reason, the single rigid carriage side cover mounted on the carriage frame as proposed in Patent Document 1 does not allow such relative movement and deformation and cannot be installed.

  An object of the present invention is to provide a railway vehicle including a carriage that is accommodated in a side cover for reducing the air resistance generated by the carriage and its cavity when the vehicle is traveling at high speed.

  The present invention differs from the conventional cart side cover in that it is attached to the rail car and rotates with the rail car itself. Therefore, it is the same width as the bogie and no matter how narrow it does not exceed the vehicle limit.

  This cart side cover does not have a contact point with the railway vehicle body. It does not have any contact points with the railway substructure except the carriage itself.

  The present invention comprises a multi-part trolley side cover, i.e., a number of parts. A number of parts allow relative movement and deformation of the bogie frame.

  This multi-part trolley side cover is designed so that the flow on the side of the railway vehicle smoothly proceeds on the side of the cover and inside the cavity under the railway vehicle body that houses the trolley, and the interference with the trolley itself is minimized. When the cusp located at the front and rear edges is provided, it has the shape described below. High-speed flow bypasses the carriage and air resistance is reduced.

  The present invention makes it possible to provide a railway vehicle comprising a carriage having a carriage side cover for reducing resistance, and is not subject to the geometric constraints of a narrow gauge rail network.

  This multi-part cart side cover allows relative motion and deformation of the cart frame.

  The multi-part trolley side cover in this case can be added to already manufactured trolleys. In fact, it is mounted only on the bogie and does not require any significant changes to the rail vehicle body or railroad substructure.

  The multi-part trolley side cover of the present case reduces the speed perturbation on the track side by deflecting the side flow from the trolley to reduce side flow turbulence, as in the case of the conventional trolley cover.

The main components of the railway bogie are shown. 1 shows a truck having a multi-part truck side cover that is the subject of this patent. The relative position of the multi-part cart side cover with respect to the railway vehicle is shown. The figure of the AA cross section of FIG. 2 is shown. The figure of the BB cross section of FIG. 2 is shown. The figure of the CC cross section of FIG. 2 is shown. FIG. 6 shows an enlarged view of the area D where the outline is drawn. The enlarged view of the terminal part of a multi-part trolley side cover is shown. The side view of the multi-part trolley side cover provided with a fairing is shown.

  An embodiment of a railway vehicle comprising a railway carriage with a truck side cover according to the invention is described with reference to the drawings. Initially, the directions associated with the railway vehicle referred to in this description are: the longitudinal direction (rail direction) X of the railway vehicle, the width direction (sleeper direction) Y of the railway vehicle, and the rail perpendicular to both the X and Y directions. It is defined as the vehicle height direction Z. The above directions are referred to as X direction, Y direction, and Z direction in the following description.

  FIG. 1 shows a railway bogie (1) that includes a bogie frame and two wheel shafts held on the bogie frame via an axle box (5) at both ends of each axle (4). The carriage frame includes a side beam (2) that is spaced apart and parallel to each other, a cross beam (3) that connects the central portions of the side beam (2) to each other, and a base, each of the bases having a second suspension ( An air spring bag) is received and disposed in the center of the side beam (2) in the X direction. The wheel shaft is composed of an axle shaft (4) and two wheels (6) fixed to the end of the axle shaft (4).

  The railway bogie (1) generally comprises a suspension, an axle spring (7), which is a spring coil disposed between the axle box (5) and the parts of the bogie frame above the axle box (5), and a secondary suspension. The secondary suspension bag is an air spring disposed on the upper part of the base that receives the bag (8). A rail car is generally a damper, ie, a yaw damper (9) supported by a bracket (10) on the side of the car frame that is substantially parallel to the X direction of the car frame and hits the wind when the train is running, and an XY plane. It is equipped with a roll bar (11) provided on the side surface of a bogie frame (side beam (2)) that is almost perpendicular to the vehicle and hits the wind when the train is running.

  FIG. 2 shows a rail car having a multi-part car side cover. The cart side cover is arranged on the side surface of the side frame (2) farthest from the central plane parallel to the XZ plane, that is, on the side surface of the side frame (2) that hits the wind when the train is running. The carriage side cover includes two end parts (14a) and a center part (14b) in each side frame (2) of the railway carriage (1). One end piece (14a) comprises an axle spring (7), an axle box (5), an end portion in the X direction of the side frame (2) above such an axle spring (7), and The adjacent roll bar (11) is partially or completely covered at the front of the railway. The central part (14b) covers the yaw damper (9) and extends upward in the Z direction so as to partially or completely cover the secondary suspension (8).

  As shown in FIG. 2, the carriage side cover (14) does not have a contact point with the railway vehicle body (12). The cart side cover (14) has no contact point with the lower structure (13) (see FIG. 3). The cart side cover (14) is attached to the cart frame.

  FIG. 3 shows the relative position of the multi-part cart side cover with respect to the railway vehicle. The railway carriage (1) is located below the railway vehicle body (12). The substructure (13) is an assembly of components that are mounted below the bottom of the railcar body (12) in front and behind the railcar (1) itself. The railway carriage (1) supports the railway vehicle body (12) above the track. The multi-part trolley side cover (14) for the railway trolley (1) is mainly provided on the outer surface of each side beam, that is, the surface that hits the wind when the train is running. As shown in FIG. 3, the multi-part trolley side cover (14) is primarily flush with the outer surface of the lower structure (13) frame.

  As shown in FIG. 3, the multi-part trolley side cover (14) generally comprises components of the railway trolley (1) that generate the maximum air resistance (the end portion of the side beam (2) and the axle spring). And a number of covers for protecting the secondary suspension bag (8) and the yaw damper (9)).

  FIG. 4 is a cross-sectional view taken along the line AA in FIG. The end part (14a) of the multi-part cart side cover is attached to the side beam (2) of the cart frame. The end piece (14a) also covers the upper surface of the end piece of the side beam (2).

  FIG. 5 is a cross-sectional view taken along the line BB in FIG. The central part (14b) of the multi-part cart side cover is attached to the yaw damper bracket (10) attached to the side beam (2). The central part (14b) of the multi-part cart side cover also covers the yaw damper (9) itself.

  6 is a cross-sectional view taken along the line CC of FIG. The end parts of the cart side cover (14a) are the following parts, that is, end portions in the X direction of the side plate (14aa) above the axle spring (7) and the roll bar (11) and the side plate (14aa). And a front curved portion (14ac) that extends an end portion in the Y direction of the lateral curved portion (14ab). The side curved portion (14ab) and the front curved portion (14ac) cover end parts in the X direction of the side beam (2).

  The dimension W13 of the lower structure (13) in the Y direction is set to be smaller than the dimension W14 in the Y direction of the carriage having the multi-part carriage side cover.

  Therefore, the curved parts (the side curved portion (14ab) and the front curved portion (14ac)) are folded between the carriage itself and the lower structure (13). The side plate (14aa) of the end part of the cart side cover (14a) is substantially parallel to the central part (14b). The side plate (14aa) and the central part (14b) are arranged in substantially the same plane.

  As shown in FIG. 6, the multi-part cart side cover (14) is smooth on the surface exposed to the side flow. The side plate (14aa) and the central part (14b) are substantially planar.

  The advantages of the generally planar side surface described above are as follows. Prevent high-speed side flow from colliding with the axle spring (7), the carriage frame (side beam (2)) and the yaw damper (9). To provide a smooth surface through which the side flow can flow to avoid separation and vortex generation. Even if there is a gap between the central part (14b) and the end part of the multi-part trolley side cover (14a), the high-speed flow crosses the gap by flowing almost tangentially to the planar surface, The beneficial effect is maintained.

  FIG. 7 shows an enlarged view of the area D outlined in FIG. This figure shows an enlarged view of the end parts of the multi-part cart side cover. A cusp (14ad) is provided in the horizontal section of the end part (14a) of the multi-part cart side cover. The cusp (14ad) is an intersection of two curves, that is, the side curved portion (14ab) and the front curved portion (14ac). Such a cusp is the closest point to the lower structure (13) of the multi-part cart side cover (14). Such a cusp is generally located on an imaginary line (20) that visually extends from the side of the lower structure (13) in the X direction. The cusp (14ad) expressed as a point in the cross-sectional view of FIG. 7 is a straight line extending vertically along the coupling portion in the three-dimensional view (see FIG. 8).

  As shown in FIG. 7, after the main flow (21) flowing on the side of the substructure (13) collides with the cusp (14ad) of the end piece (14a), the main flow (21) (22) and separated inner stream (23). The separated outer flow (22) comprises the majority of the main flow (21) and flows on the outer surface of the end piece (14a) and the central piece (14b) of the multi-part trolley side cover (14). By deflecting the flow with the cusp-shaped cover outlined here, the flow is prevented from colliding with the axle spring (7), the carriage frame (side beam (2)) and the yaw damper (9). A large separation area results, and as a result, after a slight separation, the outer separation flow flows smoothly outside the side beam (2).

  As shown in FIG. 7, the center of curvature (CRab) of the side bend (14ab) is located on the side of the carriage frame of the side bend (14ab), and on the rail lower structure (13) side. Not located. The center of curvature (CRac) of the front curved portion (14ac) is located on the side of the carriage frame of the side curved portion (14ab) and is not located on the railroad lower structure (13) side. The center of curvature (CRac) of the front curved portion (14ac) is located closer to the center of the side beam (2) than the center of curvature (CRab) of the side curved portion (14ab) in the horizontal cross section.

  The front curved portion (14ac) extends to the inside of the bogie cavity so as to cover at least the front portion of the bogie frame (side beam (2)) above the axle box (5) and crosses the wheel (6). Absent.

  The advantage of the sharp curve with sharp edges (the structural feature of the multi-part trolley side cover (14) described with reference to FIG. 7) is that it acts like the front and rear edges of the wing and acts in a narrow separation area. To deflect the flow. The separated outer stream (22) is smoothly deflected partly outside the carriage cavity and partly inside. The separated inner flow (23) deflected to the inside of the carriage cavity is prevented from colliding with the wheels by the extension of the front curved portion (14ac) in the Y direction.

  As shown in FIG. 8, the multi-part cart side cover features a top part (14ae) that covers the end of the cart frame above the axle box (5). The upper surface part (14ae) is horizontal and connects the upper end portion of the side plate and the upper end portion of the side curved portion. The advantage of the top part (14ae) is that it prevents inflow and outflow in the gap between the end of the bogie frame (side beam (2)) above the axle box (5) and the bottom of the railway vehicle body (12) It is to be.

  FIG. 9 shows a side view of a multi-part cart side cover with fairing. As shown in FIG. 9, a flexible fairing (15) that is flush with the surface of the cart side cover that hits the wind is in the gap between the end piece (14a) and the center piece (14b). Loaded. The advantage of the flexible fairing is that it further reduces inflow and outflow on both sides of the bogie cavity.

  As shown in FIG. 9 (FIG. 8), the end piece (14a) has a notch (16) that houses the protruding piece of the axle box (5). In FIG. 9, the notch (16) that houses the axle box (5) has a rounded edge that reduces the generated air resistance.

  The step is a structure including a step portion that allows access to the door on the side surface of the vehicle. Usually, it is mounted on the lower structure of a railway vehicle. When this multi-part cart side cover is installed, the steps are integrated with the central part (14b) of the multi-part cart side cover (14) itself.

  The multi-part cart side cover (14) is made of a lightweight material such as fiber reinforced plastic (FRP) or carbon fiber reinforced plastic (CFRP). The advantages of the lightweight cart side cover are as follows. Reduce the total weight of the vehicle and hence the propulsion requirements and reduce the probability of fatigue failure.

  The inner surface of the multi-part cart side cover (14) is lined with a noise absorbing material. The multi-part trolley side cover (14), which is the subject of the present invention, is characterized by a narrow slit through which a high-speed flow can pass under certain operating conditions to generate high-frequency noise. The above lining is intended to absorb such high frequency noise.

DESCRIPTION OF SYMBOLS 1 Railway bogie 2 Side beam 3 Cross beam 4 Axle 5 Axle box 6 Wheel 7 Axle spring 8 Secondary suspension bag 9 Yo damper 10 Yo damper bracket 11 Roll bar 12 Rail vehicle 13 Railroad substructure 14 Multi-part bogie side cover 14a End part 14aa side Side plate 14ab Side curved portion 14ac Front curved portion 14ad Cusp 14ae Top surface component 14b Central component 15 Flexible fairing 16 Notch that accommodates axle bearing 20 Imaginary line 21 Main flow 22 Separated outer flow 23 Separated inner flow

Claims (11)

A railway vehicle body that houses passengers;
A substructure, which is an assembly of components mounted on the bottom of the rail vehicle body;
A railway carriage located below the railway vehicle body;
A railway vehicle that includes
The railway carriage is
A carriage frame formed by two side beams spaced apart and parallel to each other and a cross beam connecting the central portions of the side beams;
An axle box that rotatably holds a wheel shaft composed of a wheel and an axle;
An axle spring disposed between the side beam and the axle box;
A secondary suspension bag disposed in the central portion of the side beam;
A yaw damper mounted on the side of the side beam;
A multi-part trolley side cover disposed along the side beam and disposed on both sides of the cross beam about a central plane;
Including
The multi-part cart side cover is
An end piece covering the axle spring, the axle box and an end portion of the side beam;
A central part that covers the yaw damper and the secondary suspension bag;
Including
Railway vehicle. The end piece is
A side plate disposed parallel to the side surface of the side beam and covering the yaw damper and the secondary suspension bag;
A side bend that extends the end portion of the side plate in the longitudinal direction of the railcar body;
A front curved portion that extends the end portion of the side curved portion in the width direction of the railway vehicle;
Including
The side curved portion and the front curved portion cover the end portion of the side beam in the longitudinal direction of the railway vehicle.
The railway vehicle according to claim 1. The central part and the side plate of the end part are arranged in substantially the same plane;
The railway vehicle according to claim 2. The central part and the side plate are substantially parallel to the side surface of the substructure;
The railway vehicle according to claim 3. A cusp is provided at the intersection of the front curved portion and the side curved portion, and the cusp projects to the lower structure,
The railway vehicle according to claim 4. The cusp is located on an imaginary line extending from the lateral surface of the substructure along the longitudinal direction of the railcar;
The railway vehicle according to claim 5. The cusp is a portion closest to the substructure of the railcar;
The railway vehicle according to any one of claims 5 and 6. In the horizontal plane, the center of curvature of the front curved portion (14ac) is located closer to the central portion of the side beam than the center of curvature of the side curved portion,
The railway vehicle according to one of claims 5 to 7. The front curved portion extends in the longitudinal direction of the railcar until at least the front portion of the end portion of the side beam is covered.
The railway vehicle according to one of claims 3 to 8. An upper surface part of the end part covers the end part of the side beam in the longitudinal direction of the railway vehicle above the axle box;
The railway vehicle according to claim 2. A flexible fairing is loaded into the gap that occurs between the end piece and the center piece.
The railway vehicle according to one of claims 2 to 10.

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