JPH05248459A - Aerodynamic brake device for rolling stock - Google Patents

Abstract

PURPOSE:To generate high air resistance and improve responsiveness thereof, suppress generation of an excessive air force and reduce air resistance of a vehicle, in an aerodynamic brake for a rolling stock having an aerodynamic generating device to generate a brake force by receiving running air. CONSTITUTION:An aerodynamic generating device 1 to receive running air to generate a brake force is composed of a plurality of aerodynamic plates 1a being of a cascade type wherein an angle with running air is variable. The aerodynamic generating device is composed of the aerodynamic plates in a recessed shape as seen from the upper stream side of running air. Further, the aerodynamic generating device is designed in such a way that it falls rearward when an excessive air force is generated and a drive mechanism to move the aerodynamic generating device to a protrusion position is arranged to the end surface of a rolling stock body.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an aerodynamic brake applied to a railway vehicle braking device.

[0002]

20 to 24 show a conventional aerodynamic brake device for a railway vehicle. FIG. 20 shows the time when the aerodynamic brake is applied, but the flat aerodynamic plates 03 and 04 are attached to the vehicle body on the front of the vehicle body and the vehicle body roof, respectively, so as to receive the air resistance during traveling. The aerodynamic plates 03,0
The size of 4, the mounting position, the number of mountings, etc. are appropriately determined according to the required braking force, and FIG.
It shows an example.

The aerodynamic plates 03 and 04 are formed of flat plates as shown in FIG. 21, and have a structure in which traveling wind is applied to the plate surfaces during braking to obtain a brake.

When the aerodynamic brake is released, the aerodynamic plate 03,
As shown in FIG. 22, 04 is housed in the vehicle body so as not to receive the traveling wind 02. During aerodynamic braking,
As shown in FIG. 23, the aerodynamic plates 03 and 04 are raised from the storage position of the vehicle body by an appropriate mechanism, receive the traveling wind 02 and generate an aerodynamic force opposite to the traveling direction of the vehicle to decelerate the vehicle. That is, apply the brake.

As shown in FIG. 25, the aerodynamic plates 03 and 04 are pin-connected 011a to a vehicle body (not shown), and the intermediate portion of the aerodynamic plates 03 and 04 is pin-connected 011b to the tip of the piston 013. The piston 013 and the spring 017 are incorporated in a cylinder 012 which is pin-connected 012a to the vehicle body. In addition, the pressure source 014 provided in the vehicle body
Is connected to a check valve 015 by a pipe 014a, and the check valve 015 has a function of supplying a pressure fluid in a direction of an arrow D but preventing a backflow. Check valve 015 is pipe 014b
Is connected to the supply port 012b of the cylinder 012.

FIG. 25 shows the state when the brake is actuated, but from an appropriate pressure control mechanism (not shown), the pressure source 014 to the pipe 014a, the check valve 015, the pipe 014b, and the supply port 012.
Pressure fluid is supplied to the cylinder 012 via b, and the piston 013 strokes against the force of the spring 017 housed in the cylinder 012 to operate the aerodynamic plate 03 or 04 to the position shown in the figure. At this time, the traveling wind 02 is applied to the aerodynamic plates 03 or 04 by the traveling of the vehicle, and aerodynamic force acts on the aerodynamic plates 03 or 04 in the direction opposite to the traveling direction. Slow down, that is, the brake is applied.

When the brake is released, the check valve 015 is released by a mechanism (not shown) and the piston 0 by the spring 017 is released.
With the stroke of 13, the pressure fluid is returned in the direction opposite to that at the time of braking, and the aerodynamic plate 03 or 04 is tilted on the vehicle body.

Another two examples of conventional drive mechanisms for the aerodynamic plates 03, 04 are shown in FIGS. 26 and 27. In the structure shown in FIG. 26, the aerodynamic plates 03 and 04 are pin-connected 028a on the roof of the vehicle body. The cylinder 029 is also pin-connected 029a on the roof of the vehicle body, and the tip end of the piston 020 incorporated in the cylinder 029 is pin-connected 020a to the intermediate portion of the aerodynamic plates 03, 04. FIG. 26 (a),
The positions of the aerodynamic plates 03, 04 shown by solid lines in (b) show the time when the aerodynamic brake is applied, and the positions of the aerodynamic plates 03, 04 shown by the broken lines in FIG. 26 (a) show the time when the aerodynamic brake is released.

When pressure fluid is supplied to the cylinder 029 when the aerodynamic brake is released, the piston 020 makes a stroke to move the pin connection 020a portion, and the aerodynamic plate 0
3, 04 swing around the pin connection 028a, and the aerodynamic plates 03, 04 stand up to the braking position. Along with this, the cylinder 029 also swings slightly around the pin connection 029a.

In FIG. 27, a rotary actuator 032 is used. The central portion of the rotary shaft 032a of the rotary actuator 032 mounted on the roof of the vehicle body has an aerodynamic plate 0.
3,04 are attached. The positions of the aerodynamic plates 03 and 04 shown by solid lines in FIGS. 27A and 27B indicate the time when the aerodynamic brake is applied, and the aerodynamic plate 0 shown by a broken line in FIG. 27A is shown.
Positions 3, 04 indicate when the aerodynamic brake is released.

When pressure fluid is supplied to the rotary actuator 32 during loosening of the aerodynamic brake, the aerodynamic plate 0 connected to the shaft 32a of the rotary actuator 32 will be described.
3,04 swing around the shaft 32a to aerodynamic plates 03,04
Stands up to the braking position.

[0012]

The resistance acting on an object in a fluid is calculated by the following equation: resistance = 1 / 2ρAN ² Cd. Here, ρ: fluid (air) density, A: projected area on a plane perpendicular to the flow of the object, V: flow velocity, Cd: drag coefficient.

In order to effectively utilize the resistance of the running wind in the aerodynamic braking device, it is effective to make the area of the aerodynamic plate as large as possible, as is apparent from the above formula. Therefore, in the aerodynamic braking device, It was common to employ large aerodynamic plates.

However, the use of a large aerodynamic plate increases the space to be stored in the vehicle body when the aerodynamic brake is loosened, which may make the outfitting difficult.
Also, since it is necessary to start up a large aerodynamic plate when applying a brake, the response of the drive mechanism tends to deteriorate, which is not suitable when a quick response is required such as in an emergency. It was also difficult to control to prevent excessive braking when the aerodynamic plate was running in a tunnel or when trains passed each other due to the poor steering.

Further, when the aerodynamic plate is enlarged to increase the air resistance, the aerodynamic braking force is increased due to an increase in aerodynamic braking force due to trains passing each other, running in a tunnel, or passing trains in the tunnel. Etc. are a concern. Furthermore, if a load that affects the running of the vehicle is applied due to this excessive aerodynamic braking force, derailment, etc., may occur. Could not be used effectively.

In the equation of the resistance acting on the object in the fluid, in the aerodynamic braking device, the density ρ is fixed, the projected area A is limited, and V is determined by the vehicle speed. How to increase the drag coefficient (hereinafter referred to as Cd value) is also an issue to provide.

In other words, the Cd value is the ratio of the wind hitting the aerodynamic plate to the energy thereof, and in the case of the conventional flat aerodynamic plate, the wind hitting the aerodynamic plate is as shown in FIG. Of the lower part of the wind, the flow is stopped by the aerodynamic plate and effective resistance force is generated.
No. 7 had a defect that it could not be effectively used as an escape resistance force due to the nature of the fluid. That is, the conventional flat aerodynamic plate could not have a large Cd value. In railway vehicles that run at high speeds, the ratio of air resistance to running resistance is large, so the issue is how to make the vehicle structure with less air resistance in view of energy saving during running. It is considered to reduce the air resistance as much as possible. On the other hand, the aerodynamic brake, on the contrary, applies the brake to the vehicle by utilizing the air resistance during high speed running.

As described above, the concepts of the air resistance are contradictory at the time of running and at the time of braking. In order to make these both compatible, the air resistance should be minimized when the aerodynamic brake is loosened, and the air resistance should be maximized when the aerodynamic brake is applied. It is desirable to have a structure that increases the.

However, conventionally, as described above, since the aerodynamic plate and its driving device are mounted on the roof of the vehicle body or the like, the aerodynamic braking device is, for example, X ₁ in FIGS. 26 and 27 even when the aerodynamic brake is loosened. Dimension or X
Only _two dimensions will be projected on the car body, increasing air resistance. Also, even if these can be stored in the vehicle body, air resistance will increase if the vehicle body becomes larger for storage, and even if it is possible not to change the size of the vehicle body, there will be space for storage. A review of the vehicle body design will be required to secure it.

The present invention is intended to provide an aerodynamic brake device for a railway vehicle which can solve the above problems.

[0021]

The aerodynamic braking device for a railway vehicle according to the present invention has the following means. (1) In an aerodynamic braking device for a railway vehicle, which is mounted on a vehicle body of a railway vehicle and which generates a braking force when receiving a traveling wind, in the aerodynamic braking device for a railway vehicle, the aerodynamic generating device is of a blade cascade type whose angle to the traveling wind is variable. It is characterized by being composed of a plurality of aerodynamic plates. (2) In an aerodynamic braking device for a railway vehicle, which is mounted on a vehicle body of the railway vehicle and which generates a braking force when receiving a traveling wind, in the aerodynamic braking device, the aerodynamic generating device has a concave shape when viewed from the upstream side of the traveling wind. It is characterized by being composed of aerodynamic plates. (3) In an aerodynamic braking device for a railway vehicle, which is mounted on a vehicle body of a railway vehicle and which generates a braking force by receiving a traveling wind, in the aerodynamic braking device of the railway vehicle, the aerodynamic generating device is provided downstream of the traveling wind when an excessive aerodynamic force is generated. It is characterized in that a means for defeating it is attached. (4) An aerodynamic force generating device that is attached to a vehicle body of a railway vehicle and is movable between a housing position inside the vehicle body and an idle position outside the vehicle body, and the aerodynamic force generating device between the accommodation position and the idle position. In an aerodynamic braking device for a railway vehicle having a drive mechanism for moving the vehicle, the drive mechanism is arranged on an end surface of the vehicle body.

[0022]

In the present invention (1), when the aerodynamic brake is not applied, the railcar travels in a traveling direction, that is, a plurality of blade-type aerodynamic plates are oriented parallel to the traveling wind. The wind resistance is not applied, and when the aerodynamic brake is applied, the running wind is angled according to the required braking force to receive the resistance of the running wind.

In the present invention (2), the aerodynamic plate is
It has a concave shape when viewed from the traveling direction of the railway vehicle, that is, the upstream direction of the traveling wind, and can prevent or reduce the escape of the traveling wind at the end of the aerodynamic plate and increase the air resistance.

In the present invention (3), when the aerodynamic force (air resistance) acting on the aerodynamic force generator exceeds a predetermined value when the brake is applied, the aerodynamic force generator is tilted to the downstream side of the traveling wind, As a result, the projected area of the aerodynamic generator on the plane perpendicular to the traveling wind, that is, the effective area of the aerodynamic generator is reduced, and the air resistance acting on the aerodynamic generator is reduced to a predetermined value.

In the present invention (4), the drive mechanism of the aerodynamic force generating device is provided on the end surface of the vehicle body of the railway vehicle,
It does not protrude outside the vehicle body, and the air resistance of the vehicle body does not increase.

[0026]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A first embodiment of the present invention will be described with reference to FIGS. Reference numeral 1 denotes an aerodynamic force generating device fixed to the roof of a vehicle body of a railway vehicle so as to project in the vertical direction. As shown in FIG. 2, the aerodynamic force generating device 1 has a drive mechanism (not shown) around a horizontal axis. It is composed of a plurality of flat plate-shaped aerodynamic plates 1a which are rotatable and are arranged in a row of blades which are vertically spaced from each other.

In this embodiment, when the aerodynamic brake is loosened, each aerodynamic plate 1a runs horizontally as shown in FIG.
And are arranged in parallel with each other, and the traveling wind 2 passes between the aerodynamic plates 1a. Therefore, the aerodynamic plate 1a receives almost no running wind 2 and no resistance acts on the vehicle.

Further, as shown in FIG. 4, when each aerodynamic plate 1a is tilted with respect to the traveling wind 2 by a certain inclination angle, the aerodynamic plate 1a
The direction of the traveling wind 2 hit by the wind is changed, and accordingly, a component force in the direction opposite to the traveling direction corresponding to the inclination of the aerodynamic plate 1a is generated.
As a result, the braking force acts on the vehicle.

Further, as shown in FIG. 5, when the aerodynamic plates 1a are further inclined to eliminate the gap between the aerodynamic plates 1a, the traveling wind 2 hits against the aerodynamic plates 1a and is dammed, so that the resistance of the traveling wind 2 is maximum. Next, a large braking force can be obtained.

FIG. 6 shows a second embodiment of the present invention, in which a plurality of flat aerodynamic plates 3 forming a blade row and extending in the vertical direction are arranged in the width direction on the roof of the vehicle body. The aerodynamic plate 3 can be rotated about a vertical axis by a drive mechanism (not shown). Also in the present embodiment, the first
The braking force can be applied to the vehicle as in the above embodiment.

The arrangement of the aerodynamic plates forming the blade row is not limited to the roof of the vehicle body as in the first and second embodiments, but can be attached to the forehead or the side surface of the vehicle body. ..

In the first and second embodiments, the aerodynamic force generating device 1 is fixed to the vehicle body. However, like a conventional aerodynamic plate, the aerodynamic force generating device 1 is raised and protrudes from the vehicle body when the brake is applied, so that the normal running is performed. You may fall down and store it in the vehicle body.

A third embodiment of the present invention will be described with reference to FIGS. In this embodiment, aerodynamic plates 11 and 12 are attached to the front part of the vehicle body of the railway vehicle and on the roof, respectively, and as shown in FIGS. 7 and 8, at the upper ends of the aerodynamic plates 11 and 12.
The collars 11a and 12a extending forward are provided, and the aerodynamic plates 11 and 1 are viewed from the traveling direction of the vehicle, the front, that is, the upstream side of the traveling wind.
2 has a concave shape. The aerodynamic plates 11 and 12 can be moved by a drive mechanism (not shown) to an operating position which is perpendicular to the vehicle body as shown in FIG.

In this embodiment, when the aerodynamic brake is applied, the aerodynamic plates 11 and 12 are moved to the positions shown in FIG. As a result, the traveling wind hits the aerodynamic plates 11 and 12, and the resistance force exerts a force on the vehicle in the direction opposite to the traveling direction, so that the vehicle decelerates, that is, the brake acts. At this time, as shown in FIG. 9, the traveling wind 2 hits the aerodynamic plates 11, 12 and then the brim 1
Since it is difficult to escape upward by 1a and 12a (the aerodynamic plate 12 is shown in FIG. 9), it can be efficiently used as air resistance and a large braking force can be obtained.

As the aerodynamic plate in this embodiment,
As shown in Fig. 10, both sides are forward (forward in the traveling direction).
Aerodynamic plate 12c provided with a flange portion extending to, aerodynamic part 12d which is a part of a cylindrical body having a curved curved cross section such as an arc having a concave shape when viewed from the front, and a concave shape when viewed from the front The aerodynamic plate 12e, which is a part of a sphere, or the like can be used, or a combination thereof can be used.

Further, the mounting position of the aerodynamic plate on the vehicle body and the number thereof can be appropriately selected.

A fourth embodiment of the present invention will be described with reference to FIGS. The present embodiment is provided with a flat aerodynamic plate 21 which is mounted on the roof of the vehicle, on the front of the head, or on a side surface and is rotatable between a storage position of the vehicle and an operating position protruding from the vehicle.

In FIG. 13, the aerodynamic plate 21 is pin-connected 21a to a vehicle body (not shown), and the intermediate portion of the aerodynamic plate 21 is pin-connected 21b to the tip of the piston 23. The piston 22 is attached to the cylinder 22 which is pin-connected to the vehicle body 22a.
3 and the spring 27 are incorporated. Further, the pressure source 24 is connected to the check valve 25 by a pipe 24a, and the check valve 25
Has a function of supplying pressure fluid only in the direction of arrow B and preventing backflow. The check valve 25 is connected to the loosening valve 26 by the pipe 24b, and the loosening valve 26 is connected to the cylinder 2 by the pipe 24c.
It is connected to the two supply ports 22b. The loosening valve 26 having the discharge port 26a forms a supply passage together with the pipe 24b and the pipe 24c. When the pressure in the passage exceeds a preset specified value, the discharge port 26a is kept until the pressure becomes equal to or lower than the specified value. It is designed to discharge more pressurized fluid.

FIG. 13 shows a state in which the brake is released. However, since the pressure fluid is not supplied from the pressure source 24 to the cylinder 22, the piston 23 is returned to the release position by the spring 27, and the aerodynamic plate 21 falls down to the stored position. The aerodynamic brake does not work because it is held by the vehicle and is not affected by the running wind 2 of the railway vehicle.

FIG. 14 shows when the brake is applied. The pressure fluid is transferred from the pressure source 24 to the cylinder 22 through the pipe 24a, the check valve 25, the pipe 24b, the loosening valve 26 (direction of arrow A), the pipe 24c, and the supply port 22b by an appropriate mechanism (not shown).
Supplied therein, the piston 23 strokes against the force of the spring 27, moving the aerodynamic plate 21 to the position shown in FIG. At this time, the traveling wind 2 generated by the traveling of the railway vehicle is applied to the aerodynamic plate 21, and aerodynamic force acts on the aerodynamic plate 21 in the direction opposite to the traveling direction, so that the vehicle to which the aerodynamic plate 21 is attached decelerates, that is, The brake works.

FIG. 15 shows a case where the aerodynamic brake is increased due to tunnel entry or the like when the aerodynamic brake is applied. Since the pressure fluid is confined in the pipe by the action of the check valve 25, the piston 23 by the aerodynamic force acting on the aerodynamic plate 21 by the traveling wind 29 pushes the piston 23 to the downstream side of the traveling wind 2 in the direction opposite to the braking direction. When returned, the pressure of the pressure fluid will increase. When this increase in pressure exceeds the specified value, the loosening valve 26 allows the pressure fluid to escape in the direction of arrow C, and the aerodynamic plate 21 is released.
As shown in the drawing, the vehicle is to be laid down toward the downstream side of the traveling wind, that is, backward. When the aerodynamic plate 21 is tilted in this way, its effective area (projected area on a plane perpendicular to the running wind)
Because of the smaller value, the resistance of the running wind is weakened. At this time, a certain pressure is always supplied from the pressure source 24 according to the brake command. Therefore, when the aerodynamic braking force further decreases due to the tunnel escape after the braking force decreases due to the above operation, the same operation as the braking action is performed again. The piston 23 is stroked to the position shown by 14 and the aerodynamic plate 21 is returned to increase the aerodynamic braking force.

A fifth embodiment of the present invention will be described with reference to FIGS.
7 will be described. The present embodiment is mounted on the roof of the vehicle, on the front of the head or on the side of the vehicle, and is a flat aerodynamic plate 30 which is rotatable between a storage position of the vehicle and an operating position protruding from the vehicle.
Is equipped with.

The aerodynamic plate 30 is composed of an upper first aerodynamic plate 30a and a lower second aerodynamic plate 30b, both of which are flexible plates 3.
When the first aerodynamic plate 30a is applied with a force larger than the specified value, the flexible plate 32 bends and the first aerodynamic plate 30a falls rearward of the traveling wind 2.

The lower end of the second aerodynamic plate 30b is pin-connected 31a to the vehicle body, and the second aerodynamic plate 30b is piston-connected with a drive system (not shown) as shown in FIG.

FIG. 16 shows a normal aerodynamic braking position, in which the first aerodynamic plate 30a and the second aerodynamic plate 30b are the deflection plates 3.
2 operates as an integrated body and receives the traveling wind 2 to generate a braking force.

As shown in FIG. 17, when the force acting on the aerodynamic plate 30 is increased by the increased running wind 29 due to the entry of a tunnel or the like, the first aerodynamic plate 30a is activated.
The force acting on the flexure plate 32 overcomes the force of the flexure plate 32 to bend the flexure plate 32, as shown in FIG.
To the downstream side of the running wind. When the first aerodynamic plate 30a falls, the effective area of the aerodynamic plate decreases, and as shown in FIG. 17, the flow of the traveling wind 29 also changes and the force acting on the first aerodynamic plate 30a also decreases. Occurrence can also be prevented.

When the aerodynamic force acting on the first aerodynamic plate 30a is weakened, the force of the flexure plate 32 again overcomes the aerodynamic force acting on the first aerodynamic plate 30a to bring the first aerodynamic plate 30a to the position shown in FIG. Increases the return aerodynamic braking force.

Although the actuators in the fourth and fifth embodiments are of cylinder type, they may be rotary actuators.

Further, the aerodynamic plates of the fourth and fifth embodiments are flat plates, and the aerodynamic plates of the aerodynamic generator shown in the first embodiment and the traveling wind shown in the second embodiment are used. It may be a concave aerodynamic plate when viewed from the upstream side.

The sixth embodiment of the present invention will be described with reference to FIG. An aerodynamic plate 41 is pin-connected 41a to the upper end of the vehicle body end surface 40 on the vehicle connection side. The cylinder 42 is also pin-connected 42a to the vehicle body end face 40, and the cylinder 4
The tip end of the piston 43 incorporated in 2 is pin-connected 43a to the first link 44 and the second link 45. The other end of the first link 44 is pin-connected 44a to the vehicle body end surface 40,
The tip of the second link 45 is pin-connected 45a to the aerodynamic plate 41. Therefore, the pin connecting portions 41a, 42a, 44a
Is fixed to the vehicle body and its position does not change, but the pin connecting portion 44
a and 45a are movable.

The positions indicated by solid lines in FIGS. 18 (a) and 18 (b) indicate when the aerodynamic brake is applied, and those indicated by broken lines in FIG. 18 (a) indicate when the aerodynamic brake is released. The protrusion of the aerodynamic brake device on the roof 40a when loosened is indicated by the E dimension in the figure. Further, reference numeral 47 in FIG. 18 denotes a passage of the vehicle connecting portion.

When the aerodynamic brake is applied, by supplying the pressure fluid to the cylinder 42 attached to the vehicle end, the piston 43 moves to the side of entering the cylinder 42 and pulls down the pin 43a. Along with this, the first link 4
4 swings around the pin 44a, the second link 45 is pulled down together with the pin 45a, the aerodynamic plate 41 rotates around the pin 41a, and the aerodynamic plate 41 rises. At this time, the cylinder 42 swings slightly around the pin 42a. As the aerodynamic plate 41 rises as described above, the aerodynamic brake acts. On the other hand, when the aerodynamic brake is released, discharge of the pressure fluid from the cylinder 42 causes the aerodynamic plate 41 to fall due to the operation opposite to the above-described action.

The seventh embodiment of the present invention will be described with reference to FIG. The rotary actuator 57 is attached to the vehicle body end surface 40 on the vehicle connecting portion side so as not to project above the roof 40a of the vehicle body.
The aerodynamic plate 51 connected to the shaft 57a rises or falls around the shaft 57a as the shaft 57a rotates. In addition, 58 is a passage of a vehicle connection part.

The positions shown by the solid lines in FIGS. 19A and 19B show when the aerodynamic brake is applied, and the positions shown by the broken lines in FIG. 19A show when the aerodynamic brake is released. The protrusion of the aerodynamic braking device on the roof when loosened is indicated by the F dimension in the figure.

At the time of aerodynamic braking, the vehicle end 40
By supplying pressure fluid to the rotary actuator 57 attached to the shaft 57a, the shaft 57a rotates and the aerodynamic plate 51 is rotated.
Rises. When the aerodynamic brake is loosened, the pressure fluid is discharged from the rotary actuator 57, so that the shaft 57a rotates in the direction opposite to the direction in which the aerodynamic plate 51 falls.

As described above, in the sixth and seventh embodiments, the drive device for the aerodynamic plate is arranged on the end face of the vehicle body on the side of the vehicle connecting portion, so that the aerodynamic brake device is perpendicular to the traveling direction of the vehicle. The protrusion from the vehicle body to the surface is about the thickness of the aerodynamic plate (E dimension in FIG. 18, F dimension in FIG. 19)
The air resistance of the vehicle body can be reduced. Further, since the drive device is arranged on the end surface of the vehicle body, it is not necessary to remodel the vehicle body of the vehicle significantly, and the vehicle end portion does not necessarily affect the running resistance so much that the vehicle body is not necessarily in the vehicle body. There is no need to store it, and outfitting can be simplified.

In the sixth and seventh embodiments, instead of the aerodynamic plate, the aerodynamic generator having the cascade type aerodynamic plate of the first embodiment is used, and the aerodynamic plate is tilted. You can also Further, in the sixth embodiment, the aerodynamic plate drive mechanism using the cylinder and the link may be replaced with the aerodynamic plate drive mechanism in the fourth embodiment.

[0058]

The present invention can exert the following effects. 1. According to the first aspect of the present invention, the air brake can be actuated by changing the angles of the plurality of blade-type aerodynamic plates, and the air brake can be loosened, so that it is not necessary to house the aerodynamic force generator. , It is possible to easily equip the vehicle body. In addition, since the aerodynamic brake can be applied by moving a small aerodynamic plate, responsiveness and controllability are improved, quick braking in an emergency is possible, and excessive braking is prevented. You can

According to the second aspect of the present invention, by using the aerodynamic plate having a concave shape when viewed from the upstream side of the traveling wind, a larger braking force is obtained by the aerodynamic plate having the same size as the conventional one. be able to.

According to the third aspect of the present invention, when an excessive aerodynamic brake is applied at the time of entering a tunnel or passing trains, the aerodynamic generator is automatically tilted to the downstream side of the traveling wind to reduce the aerodynamic braking force. Because it can be reduced
It is possible to provide an efficient aerodynamic brake that makes full use of the traveling wind without fear of shocking deceleration, damage to the aerodynamic braking device, derailment, or the like. Further, since the braking force reducing operation is automatically performed when the aerodynamic braking force increases, a highly reliable aerodynamic braking device that does not require control can be provided.

According to the present invention as set forth in claim 4, the drive mechanism of the aerodynamic brake device is arranged on the end surface of the vehicle body.
It is possible to install an aerodynamic braking device without significantly modifying the conventional vehicle body, and because the vehicle end does not affect running resistance so much, it is not necessary to store the drive mechanism inside the vehicle body and the outfitting is easy Can be
Further, since the protrusion of the aerodynamic braking device from the vehicle body when the brake is loosened with respect to the plane perpendicular to the traveling direction of the vehicle is suppressed to a very small dimension such as the thickness of the aerodynamic generating device,
It is possible to obtain an effective aerodynamic brake by avoiding an increase in air resistance during traveling.

[Brief description of drawings]

FIG. 1 is an overall view of a first embodiment of the present invention,

FIG. 2 is a perspective view of a cascade type aerodynamic plate of the same embodiment,

FIG. 3 is an explanatory view when loosening the aerodynamic brake of the embodiment,

FIG. 4 is an explanatory view when a brake is actuated by inclining the aerodynamic plate of the embodiment by a certain inclination angle;

FIG. 5 is an explanatory view when a brake is applied, which eliminates the gap of the aerodynamic plate of the embodiment,

FIG. 6 shows a second embodiment of the present invention, FIG. 6 (a) is a plan view thereof, and FIG. 6 (b) is an elevation view thereof.

FIG. 7 is an overall view of a third embodiment of the present invention,

FIG. 8 is a perspective view of the aerodynamic plate of the embodiment,

FIG. 9 is an operation explanatory view of the same embodiment,

FIG. 10 is a perspective view of another aerodynamic plate used in the embodiment.

FIG. 11 is a perspective view of another aerodynamic plate used in the embodiment.

FIG. 12 is a perspective view of yet another aerodynamic plate used in the embodiment.

FIG. 13 is an explanatory view of a fourth embodiment of the present invention,

FIG. 14 is an explanatory view of the same embodiment when a brake is applied,

FIG. 15 is an explanatory view when the aerodynamic force acting on the aerodynamic plate of the embodiment exceeds a specified value,

FIG. 16 is an elevational view of a fifth embodiment of the present invention,

FIG. 17 is an elevational view when the aerodynamic force acting on the aerodynamic plate of the embodiment exceeds a specified value,

FIG. 18 shows a sixth embodiment of the present invention, and FIG.
Is its front view, FIG. 18 (b) is its side view,

FIG. 19 shows a seventh embodiment of the present invention, and FIG.
Is its front view, FIG. 19 (b) is its side view,

FIG. 20 is an overall view of a conventional aerodynamic braking device for a railway vehicle,

FIG. 21 is a perspective view of an aerodynamic plate of the conventional aerodynamic brake device for a railway vehicle;

FIG. 22 is an explanatory view when loosening the conventional aerodynamic brake device for a railway vehicle.

FIG. 23 is an explanatory view of the conventional aerodynamic brake device for a railway vehicle at the time of braking.

FIG. 24 is an operation explanatory view of the conventional aerodynamic brake device for a railway vehicle;

FIG. 25 is an explanatory diagram of a drive mechanism of a conventional aerodynamic brake device for a railway vehicle;

FIG. 26 shows another example of a drive mechanism of a conventional air brake device for a railway vehicle, FIG. 26 (a) is a front view thereof, and FIG.
(B) is a side view,

FIG. 27 shows still another example of the drive mechanism of the conventional air brake device for a railway vehicle, FIG. 27 (a) is a front view thereof, and FIG. 26 (b) is a side view thereof.

[Explanation of symbols]

 1 aerodynamic generator 1a aerodynamic plate 2 running wind 3 aerodynamic plates 11, 12, 12c, 12d, 12e aerodynamic plates 11a, 12a collar 21 aerodynamic plate 22 cylinder 23 piston 25 check valve 26 loosening valve 30 aerodynamic plate 30a first aerodynamic plate 30b 2nd aerodynamic plate 32 Flexible plate 40 Body end surface 40a Body roof 41 Aerodynamic plate 42 Cylinder 51 Aerodynamic plate 57 Rotary actuator

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Tamiya Shiraki, 5007 Itozaki-cho, Mihara-shi, Hiroshima Mitsubishi Heavy Industries, Ltd. Mihara Works (72) Inventor Yohachiro Watanabe 5-717-1, Fukahori-cho, Nagasaki-shi Mitsubishi Heavy Industries Nagasaki Research Institute Co., Ltd.

Claims (4)

[Claims] 1. An aerodynamic braking device for a railway vehicle, which is mounted on a vehicle body of a railway vehicle and includes an aerodynamic force generating device that generates a braking force when receiving a traveling wind, wherein the aerodynamic force generating device has a blade row whose angle to the traveling wind is variable. An aerodynamic braking device for a railway vehicle, which is configured by a plurality of aerodynamic plates. 2. An aerodynamic braking device for a railway vehicle, which is mounted on a vehicle body of a railway vehicle and includes an aerodynamic force generating device for generating a braking force when receiving a traveling wind, wherein the aerodynamic force generating device is concave when viewed from the upstream side of the traveling wind. An aerodynamic braking device for a railway vehicle, which is configured by an aerodynamic plate having the shape of the above. 3. An aerodynamic braking device for a railway vehicle, which is mounted on a vehicle body of a railway vehicle and which generates a braking force by receiving traveling wind, wherein the aerodynamic generator is driven downstream of the traveling wind when excess aerodynamic force is generated. An air brake device for a railway vehicle, which is provided with a means for tilting it down. 4. An aerodynamic force generation device which is attached to a vehicle body of a railroad vehicle and is movable between an accommodation position inside the vehicle body and an idle position outside the vehicle body, and the aerodynamic force generation device, wherein the accommodation position and the idle position are provided. An aerodynamic braking device for a railway vehicle having a drive mechanism for moving between the two, wherein the driving mechanism is arranged on an end face of a vehicle body.