JP7187401B2 - Vehicles with handles and handle covers - Google Patents

Description

The present invention relates to a vehicle with a handle and a handle cover.

Designing railway vehicles from an aerodynamic point of view is important for improving the energy efficiency of railway trains. In particular, aerodynamically generated noise and aerodynamic drag (also known as drag) are two important considerations affecting railway design.
Aerodynamically generated noise and aerodynamic drag increase logarithmically with train speed. Therefore, minimizing aerodynamically generated noise and aerodynamic drag has become a major issue in train design as train speeds have increased due to advances in railway technology. Accordingly, there is a need for a vehicle geometry that minimizes the effects of aerodynamically generated noise and aerodynamic drag.

One means of reducing noise and drag generation in rail vehicles is to streamline the shape of the train to prevent air from flowing through areas of the train that contain protrusions and/or cavities. Air flowing through such areas can lead to the creation of vortices that cause external noise, and as the vortices propagate through the body of the train and into the interior of the train, they produce internal noise and drag. In addition, separation of high velocity airflows that occur in vehicle overhangs and/or cavities can vibrate the vehicle structure itself, creating additional interior noise.

A handle attached to a vehicle is one example of a protruding part that can lead to aerodynamically generated noise and drag. Typically, the train body is provided with doors through which passengers and crew enter the train, and each door is flanked by vertical poles that act as handles. In some cases, these handles protrude from the vehicle body. However, in order to reduce the vehicle body width, these handles are often embedded in the vehicle body. By doing so, the width of the car body can be freely determined based on the width of the track gauge.

The lead car of a train is most subject to airflow velocity and thus can be one of the primary areas of aerodynamically generated noise and drag. In particular, the handle of the lead car contributes significantly to the internal noise in the cab area of the train. Therefore, it is desirable to place a handle cover above the handle mounted on the leading car of a high-speed vehicle to prevent internal and external noise and drag generated by high-speed air currents near the handle.

Conventionally, the handle cover used to cover the gap between the handle and the opening that accommodates the handle, requiring frequent maintenance and opened and closed by a mechanism using compressed air or a spring. had been adopted.

Patent Literature 1 discloses an example of a conventional handle. In particular, Patent Literature 1 describes that "an opening 40 to the conductor's compartment is provided on the side of the body 10 of the leading vehicle, and handles 140 are attached to both sides of the opening. The opening 130 causes disturbance of the air flow during high-speed running.The smooth handle device 200 moves parallel between the outer surface of the vehicle body and the inner side of the vehicle, and closes the opening 130 during running to smooth the airflow. something is disclosed.

Japanese Patent No. 4611059

The invention of Patent Document 1 streamlines the shape of the vicinity of the handle by covering the handle with a mechanically closed cover that is hinged to the opening of the handle. However, since the invention of Patent Document 1 is composed of a plurality of mechanical parts that require manual operation, it takes time and effort to operate on the user side (for example, on the train driver's side) and has a mechanically complicated configuration. , manufacturing and management costs increase.

Accordingly, the present invention provides a handle having a simple mechanical construction which can be easily opened when the train is stationary and is automatically kept closed by air flowing through the car body when the train is in motion. Intended to provide cover.

One representative railway vehicle of the present invention has an opening for receiving a handle and a handle cover, the handle cover pivoting from an open position to a closed position at the upstream end of the opening. It is fixed to the vehicle by a hinge so as to be free, and has a concave portion that engages with the handle so that the outer wall surface of the handle cover is substantially flush with the outer wall of the vehicle in the closed state, and the front end portion of the handle cover. and the downstream side wall of the opening, and if the speed of the air flowing through the car body (hereinafter also referred to as "wind speed") is above a certain level, the air will flow into the opening from the gap. , to keep the handle cover closed.

In another aspect of the present invention, the horizontal cross section of the outer wall surface side of the tip of the handle cover has a round shape, and the angle between the downstream side wall of the opening and the outer wall of the vehicle is greater than 90 degrees.

In another aspect of the invention, the opening is curved in horizontal cross-section from the downstream side to the bottom, and the shape of the handle is generally semi-circular.

In another aspect of the present invention, the outer wall surface of the handle cover has a protrusion whose horizontal cross section is inclined toward the outside of the vehicle at the upstream end of the recess, and the outer wall surface of the handle has a protrusion at the downstream end. , the horizontal cross-section of which has a slanted protrusion directed toward the outside of the vehicle.

According to the invention, the handle cover is of a simple mechanical construction which can be easily opened when the train is stationary and which is automatically kept closed by the air flowing through the car body when the train is in motion. can be provided.
Problems, configurations, and effects other than those described above will be clarified by the following description of the embodiments.

FIG. 1 is a diagram illustrating the location of a handle on a lead car of a rail car, according to an embodiment of the present disclosure; FIG. FIG. 2 is an exterior view of a vehicle body, handle, and handle cover, according to an embodiment of the present disclosure; FIG. 3 is a detailed view of section AA' in FIG. 2 with the handle cover closed according to an embodiment of the present disclosure. FIG. 4 is another view detailing section AA' in FIG. 2 with the handle cover closed according to an embodiment of the present disclosure. FIG. 5 shows a view detailing section AA′ of FIG. 2 when the handle cover is in the open position, according to an embodiment of the present disclosure. FIG. 6 is an enlarged view showing region B in FIG. 3, in accordance with an embodiment of the present disclosure; FIG. 7 is a top view of a handle and handle cover according to an embodiment of the present disclosure;

Hereinafter, embodiments of the present invention will be described with reference to the drawings. It should be noted that the present invention is not limited by this embodiment. Moreover, in the description of the drawings, the same parts are denoted by the same reference numerals.
Note that although aspects of the present disclosure are described with respect to rail vehicles by way of example, the present disclosure is not limited to application to rail vehicles. The invention may also be suitably applied, for example, to aircraft, buses, automobiles, or any other means of transportation.

FIG. 1 is a diagram illustrating the location of handles on a lead car of a railroad car, in accordance with an embodiment of the present disclosure; FIG. As shown in FIG. 1, a train may consist of multiple cars (not shown) including a lead car 70 . The body 10 of the lead vehicle 70 may include at least one entry door 50 for entry and exit of passengers and/or crew members. Handles 30 may be mounted on either side of door 50 for passengers and/or crew members to grip when entering or exiting lead car 70 . As shown in FIG. 1, the handles may be arranged vertically on either side of the door 50 and substantially perpendicular to the ground.

FIG. 2 is an exterior view of the vehicle body 10, handle 30, and handle cover 20, according to an embodiment of the present disclosure.

Handle 30 is housed within opening 40 . This opening 40 is a hollow portion of the vehicle body 10 configured to accommodate the handle 30 . By placing the handle 30 within the opening 40, the overall width of the lead car 70 can be reduced to reduce aerodynamically generated noise and drag. As shown in FIG. 2, a handle cover 20 is attached to the opening. Handle cover 20 is configured to pivot on the hinge of opening 40 into engagement with handle 30 to reduce airflow into opening 40 . Details of the handle cover 20 will be described later.

FIG. 3 is a detailed view of section AA' in FIG. 2 when the handle cover 20 is in the closed state according to an embodiment of the present disclosure. As shown in FIG. 3, for convenience of explanation, the state in which the handle cover 20 is rotated upward so as to engage with the handle 30 is referred to as a "closed state." Area B enclosed by dashed lines indicates the area where handle cover 20 engages handle 30 .

As shown in FIG. 3 , the handle 30 is covered by the handle cover 20 within the opening 40 . The handle cover 20 is attached so as to be rotatable around a hinge 21 fixed to one end (for example, the upstream side wall 43 ) of the opening 40 accommodating the handle 30 . The handle cover 20 is rotatable between an open state in which the handle cover 20 contacts the upstream side wall 43 of the opening 40 and a closed state in which the handle cover engages the handle 30 . As shown in FIG. 3, the handle cover 20 is configured to swing around the hinge 21 to a position where it engages with the handle 30 (closed state). Further, the handle cover 20 is rotatable around the hinge 21, and a person can grasp the handle 30 when the handle cover 20 is open (open state).

In this specification, the term "upstream side" refers to the side from which air flows while the train is running (that is, the traveling direction of the vehicle). Also, the “downstream side” is defined as the side toward which air flows when the train is running (for example, the direction opposite to the traveling direction of the vehicle). Further, here, a state in which the handle cover 20 is engaged with the handle 30 is called a closed state, and a state in which the handle cover 20 is not completely engaged with the handle 30 is called an open state (that is, the handle cover 20 is is positioned between the handle 30 and the upstream side wall 43 is also considered an open condition).

As shown in FIG. 3 , handle cover 20 includes recess 22 configured to engage or mate with handle 30 . By providing this concave portion 22, the outer surface 11 of the vehicle body, the outer surface 23 of the handle cover, and the outer surface 31 of the handle are substantially flush with each other while the train is running. In this way, the inflow of air into the openings 40 can be reduced while driving, reducing the generation of vortices (and resulting aerodynamic noise and drag) in the vicinity of the openings 40. can do.

FIG. 4 is another view detailing section AA' of FIG. 2 when the handle cover 20 is in the closed position according to an embodiment of the present disclosure.

As shown in FIG. 4 , a gap 24 is provided between the tip (for example, downstream end) of the handle cover 20 and the downstream side wall 41 of the opening 40 . The gap 24 functions as a passage for guiding the air flowing along the vehicle body 10 between the handle cover 20 and the downstream side wall 41 into the opening 40 . As shown in FIG. 4, the downstream outer surface 25 of the handle cover 20 facing the downstream side wall 41 of the opening 40 has rounded edges. This arrangement allows air to be forced into the gap 40 around the rounded edges of the handle cover 20 . The air sent into the opening 40 swirls like a vortex to generate an air vortex 60 inside the opening 40 . As a result, the air pressure within the opening 40 rises such that the pressure within the opening 40 exceeds the air pressure outside the opening 40 . This pressure differential produces a negative moment in the y-direction acting on handle cover 20 (a moment that rotates handle cover 20 counterclockwise), urging handle cover 20 to the closed position. When the train reaches constant speed, the pressure in and outside the opening 40 is maintained in this state.
That is, the opening has a curved line from the downstream side to the bottom in the horizontal cross section, and the handle has a substantially semicircular shape. can be directed to the opening and generate pressure to keep the handle cover closed.

A tangent line 12 to the vehicle outer side of the downstream side wall 41 of the opening 40 and the outer surface 11 of the vehicle body intersect so as to form an obtuse angle α (greater than 90 degrees). With such a configuration, it is possible to prevent the airflow 80 from flowing out from the opening 40 .
That is, according to the configuration in which the horizontal cross section of the outer wall surface side of the tip of the handle cover has a round shape, and the angle between the downstream side wall of the opening and the outer wall of the vehicle is greater than 90 degrees, air The flow can easily flow into the opening and prevent the air in the opening from escaping.

Furthermore, as shown in FIG. 4, the downstream inner surface 26 of the handle cover 20 also has a rounded shape. By forming the downstream inner surface 26 of the handle cover 20 into a rounded shape, the gap length L (the length of the gap 24 along the downstream side wall 41) is small when the handle cover 20 is in the closed state. It is possible to reduce the pressure loss of the opening due to , and prevent the pressure difference between the inside and the outside of the opening 40 from decreasing. A radius of curvature r ₁ that is at least as large as the gap length L in the z-direction is preferred for a good reduction in pressure loss. Smaller radii can result in abrupt changes in airflow, which can lead to airflow separation and pressure loss within opening 40 .

FIG. 5 shows a view of section AA′ of FIG. 2 when the handle cover 20 is in the open position, according to an embodiment of the present disclosure.

The curved shape of the opening 40 extends from the downstream side wall 41 of the opening 40 through the bottom 44 of the opening 40 to the upstream side wall 43 and spans the entire cross-sectional profile of the opening. Such a shape directs the airflow 80 towards the area between the handle cover 20 and the upstream side wall 43 of the opening. As a result, the air pressure inside the opening 40 increases, creating a pressure difference between the inside and outside of the opening 40, which creates a negative moment in the y-direction (rotating the handle cover 20 counterclockwise). moment). This negative moment pushes the handle cover 20 closed. Note that a large curvature r2 is preferred for curved openings 40 to efficiently channel air into openings 40 and create a suitable differential pressure.

As shown in Figure 5, the inner surface 32 of the handle is generally semi-circular in shape. Such a shape is ergonomically easy to grip and efficient in directing the airflow toward the downstream side 41 of the opening 40 . On the other hand, shapes with sharp edges can adversely affect airflow into opening 40, for example.

As shown in the horizontal cross-section of FIG. 5, the hinged end 27 of handle cover 20 (ie, the portion of handle cover 20 surrounding the hinge) is rounded to guide airflow into opening 41 . , the upstream side wall 43 corresponding to the hinge end 27 also has a rounded shape matching the hinge end 27 . This allows the airflow to be directed into the opening 40 and the hinged end 27 tightly engages the upstream side wall 43 so that air cannot escape between the hinged end 27 and the upstream side wall 43 . no. Furthermore, the hinge ends 27 do not protrude from the vehicle body. With this configuration, the pressure difference between the inside and the outside of the opening 40 can be maintained, and the handle cover 20 can be kept closed while the vehicle is running.

FIG. 6 is an enlarged view showing area B of FIG. 3, in accordance with an embodiment of the present disclosure.

A gap 29 is provided between the handle 30 and the recessed portion 22 of the handle cover 20 (for example, to accommodate manufacturing errors and the like). The air flowing through the gap 29 generates a positive moment in the y direction (obstructing the movement of the handle cover 20) (a moment that rotates the handle cover 20 clockwise), which may generate high-frequency noise. , the gap 29 should be small.

In order to reduce the amount of air flowing into the gap 29 between the handle 30 and the handle cover 20, the upstream end of the recess 22 of the handle cover 20 has a first slanted protrusion 28 directed outwardly of the vehicle. is provided. By making the height of the first inclined protrusion 28 in the x direction equal to the gap width L, the air flow rate between the gap 29 and the handle 30 can be appropriately reduced. It should be noted that any higher height may result in undesirable airflow separation, and a lower height may not be effective in preventing airflow from entering between the gap 29 and the handle 30. be.

Similarly, in order to reduce the amount of air flowing into the gap 29 between the handle 30 and the handle cover 20, the handle cover 20 has a second slanted projection 33 directed outwardly of the vehicle downstream of the handle cover 20. is provided. As with the first slanted protrusion 28, the height of the second slanted protrusion 33 in the x direction is made equal to the gap width L, thereby appropriately reducing the air flow rate between the gap 29 and the handle 30. be able to. It should be noted that any greater height may result in undesirable airflow separation and a lower height may not be effective in preventing airflow between the gap 29 and the handle 30 .
That is, by providing protrusions having an appropriate height at the upstream end of the recessed portion 22 of the handle cover 20 and at the downstream side of the handle cover 20, the airflow flowing into the gap between the handle and the handle cover is restricted. It is possible to prevent the handle cover from being carelessly opened.

FIG. 7 is a top view of a handle and handle cover according to an embodiment of the present disclosure;

As a rule, the aerodynamic pressure near the handle 30 is not constant, so areas of high pressure can develop outside the opening. Such areas of high pressure may exert a force acting to move the handle cover 20 to the open condition. Accordingly, the opening may be provided with a leakage area 42 at its upper or lower end to prevent such high pressure areas intermittently occurring outside the opening. This leak area 42 is the portion of the opening not covered by the handle cover 20 . This leak area 42 limits the movement of air in and out of the opening and allows the air in and out of the opening to be equalized.

Additionally, a torsional damper can be attached to the hinge to prevent flapping of the handle cover.

In order to maintain the closed state of the handle cover 20 while the vehicle is running at low speed and the pressure difference between the inside and outside of the opening is small, a low stiffness coil spring can be provided in the hinge as a torsional damper. can. As a result, the handle cover 20 can be kept closed even when the vehicle is traveling at a low speed. Furthermore, the spring may have a stiffness so low that the handle cover can be easily opened when the train is at rest.

Although the above description describes a handle cover provided on a handle attached to one side of a vehicle door, a handle cover provided on a handle attached to the other side of the vehicle is substantially the same. be. The handle covers 20 on both sides of the door may be oriented in the same direction with hinges attached to the upstream edges of the respective handle openings.

The handle covers of the last car may be subject to an aerodynamic moment that tends to rotate them open, but since the air velocity of the last car is less than that of the lead car, this effect is aerodynamic. Note that it does not contribute significantly to the generation of static noise or drag.

In the closed position, the handle cover described above is flush with the carbody, thereby reducing aerodynamic noise (both internal and external) during train operation.

With the handle cover construction of the present invention, when the train is running, air flows into the opening below the handle, creating a pressure greater than the pressure outside the opening. This pressure differential causes the handle cover to pivot and close. Moreover, this pressure differential between the inner and outer regions of the opening serves to keep the handle covers closed while the train is running.

Also, since no additional components other than the handle cover are required, mechanical complexity and component maintenance can be reduced.

Furthermore, since the handle cover automatically closes while the train is running, no manual operation by the user (eg, train driver) is required. Also, the handle cover can be easily opened when the train is not running (eg, not moving).

Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications are possible without departing from the gist of the present invention.

10 Car body 11 Car body outer surface 12 Tangent line 20 Handle cover 21 Hinge 22 Recess 23 Handle cover outer surface 24 Gap 25 Downstream outer surface 26 of handle cover Downstream inner surface 27 Hinge end 28 First inclined protrusion 30 Handle 31 Outer surface of handle 32 Inner surface of handle 33 Second ramp 40 Opening 41 Downstream sidewall 42 Leakage area 43 Upstream sidewall 44 Bottom 50 Door 60 Vortex 70 Lead car 80 Airflow L Gap length r1 Handle radius r2 Opening radius

Claims (6)

A vehicle comprising a handle and a handle cover,
The vehicle has an opening that accommodates the handle and the handle cover,
at least one of the handle covers,
fixed to the vehicle by a hinge so as to be rotatable from an open state to a closed state at an upstream end of the opening;
In the closed state, the handle cover has a concave portion that engages with the handle so that the outer wall surface of the handle cover is substantially flush with the outer wall of the vehicle,
having a gap between the tip of the handle cover and the downstream side wall of the opening;
when the speed of the air flowing through the vehicle body is above a certain level, the air flows into the opening from the gap to keep the handle cover in the closed state;
A vehicle comprising a handle and a handle cover characterized by: The horizontal cross section of the outer wall surface side of the tip of the handle cover has a round shape,
an angle between the downstream side wall of the opening and an outer wall of the vehicle is greater than 90 degrees;
A vehicle comprising a handle and a handle cover according to claim 1, further characterized by: The horizontal cross section on the inner wall surface side of the tip of the handle cover has a round shape,
A vehicle comprising a handle and a handle cover according to claim 1, further characterized by: The opening has a curved line from the downstream side to the bottom in a horizontal cross section,
The shape of the handle is approximately semicircular,
A vehicle comprising a handle and a handle cover according to claim 1, further characterized by: an outer wall surface of the handle cover has a protrusion with a horizontal cross section inclined toward the outside of the vehicle at an upstream end of the recess,
The outer wall surface of the handle has, at the tip on the downstream side, a protrusion whose horizontal cross section is inclined toward the outside of the vehicle.
A vehicle comprising a handle and a handle cover according to claim 1, further characterized by: In the horizontal cross section, the hinge-side end of the handle cover is almost circular,
an upstream sidewall of the opening corresponding to the hinge-side end is also substantially circular in alignment with the hinge-side end;
A vehicle comprising a handle and a handle cover according to claim 1, further characterized by:

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