WO2011064962A1

WO2011064962A1 - Railway-train emergency braking apparatus, railway-train emergency braking system, and railway train provided with railway-train emergency braking apparatus

Info

Publication number: WO2011064962A1
Application number: PCT/JP2010/006692
Authority: WO
Inventors: 児山立平
Original assignee: ナブテスコ株式会社
Priority date: 2009-11-25
Filing date: 2010-11-15
Publication date: 2011-06-03

Abstract

Provided are a railway-train emergency braking apparatus, a railway-train emergency braking system and a railway train provided with the railway-train emergency braking apparatus, which are capable of causing a railway train running at an extremely high speed to stop after travelling a predetermined distance in cases of emergency such as when an obstacle, person or car exists in front of the railway train in the direction of forward movement thereof and when an earthquake has occurred, the predetermined distance being about the same as a distance conventionally required in such cases. In a railway train (100), each of cars (201 to 206) is provided with at least one or a plurality of jet engine devices (300 and 400). Propulsion from these jet engine devices (300 and 400) is generated toward the direction of forward movement of the cars (201 to 206) (a direction indicated by either one of arrows (H1 and -H1)).

Description

Railroad vehicle emergency brake device, railroad vehicle emergency brake system, and railroad vehicle emergency brake device

The present invention relates to a brake device used for decelerating a traveling railway vehicle, in particular, an emergency brake device for a railway vehicle that generates an emergency brake that is the strongest (highest deceleration) brake in an emergency or the like. The present invention relates to an emergency brake system for a railway and a railway vehicle equipped with an emergency brake device for a railway vehicle.

* Various types of brakes for decelerating railway vehicles are being researched and developed. Moreover, in a railway vehicle, it is very important to stop at a predetermined distance or less even in an emergency.

For example, Patent Document 1 discloses a so-called trad brake device that generates a braking force by pressing a running surface of a wheel of a railway vehicle with a brake shoe.

Also, Patent Document 2 discloses a disc brake device that generates a braking force by sandwiching a side surface of a wheel or a brake disc with a brake pad.

Furthermore, Patent Document 3 discloses a magnetic rail brake in which a magnetic field is directly applied to the rail to obtain a braking force.

Patent Document 4 discloses an aerodynamic brake device in which an aerodynamic brake plate is developed outside a vehicle to generate a braking force by aerodynamic resistance.

In railway vehicles, the trad brake device described in Patent Document 1, the disc brake described in Patent Document 2, the rail brake described in Patent Document 3, and the like are often used alone or in combination.

And when these brakes described in Patent Literature 1 to Patent Literature 3 are used in a train, during normal braking, the vehicle is decelerated in cooperation with a regenerative brake generated by an electric motor for power running. Used to slow down and stop the.

On the other hand, in the event of an emergency, for example, when there are obstacles, people, cars, etc. in front of the traveling direction of the railway vehicle, or when an earthquake occurs, the description in Patent Document 1 to Patent Document 3 is described. The braking force (deceleration) of the vehicle is particularly large, and the speed of the railway vehicle is rapidly reduced.

However, in recent years, with the speeding up of railway vehicles, it has become difficult to stop at a predetermined braking distance, which is the same distance as before, and as a means for obtaining new braking force, in Shinkansen etc. May be provided with an aerodynamic brake device described in Patent Document 4.

Japanese Translation of National Publication No. 06-510965 Japanese National Patent Publication No. 10-505038 JP 2003-165437 A JP 2003-002194 A

However, when the speed of a railway vehicle is further increased, for example, when the speed becomes super high speed of 380 km / h or more, if the aerodynamic brake device described in Patent Literature 4 is added to the brake devices of Patent Literature 1 to Patent Literature 3, the braking force is increased. Therefore, in order to counter air resistance, it is necessary to increase the strength of the device, and the vehicle weight increases accordingly. Further, the life of the brake shoe or brake pad is greatly affected by contact with a wheel that rotates at a high speed.

The object of the present invention is to make a super high-speed railway vehicle the same as in the past in an emergency, for example, when there are obstacles, people, cars, etc. in front of the traveling direction of the railway vehicle, or when an earthquake occurs. It is to provide a railway vehicle emergency brake device, a railway vehicle emergency brake system, and a railway vehicle equipped with a railway vehicle emergency brake device that can be stopped at a predetermined distance.

(1)
An emergency brake device for a railway vehicle according to a first aspect is an emergency brake device provided in a vehicle, the vehicle including at least one or more jet engines or rocket engines, and the propulsive force of the jet engine or rocket engine is It is generated in the direction opposite to the traveling direction.

In this case, since the propulsive force acts forward in the traveling direction of the railway vehicle, a normal brake brake device, a pneumatic brake device such as a disc brake device, a regenerative brake device using an electric motor for power running, an aerodynamic brake device, etc. It is possible to reduce the speed of a railway vehicle traveling at an ultra high speed without increasing the strength of the brake device so that it can be applied at an ultra high speed. As a result, it is possible to stop a railway vehicle traveling at an ultra high speed within a predetermined distance without increasing the strength, complexity, and size of a normal brake device. Note that emergency brakes currently used in pneumatic brake devices and the like are sometimes used as service brakes with large deceleration. However, emergency brakes in this specification are pneumatic brake devices and the like. This is a brake that generates a larger deceleration than the emergency brake used in the vehicle and is used under special circumstances such as in an emergency.

(2)
The jet nozzle of the jet engine or the jet outlet of the rocket engine may be provided so as to be rotatable at least forward and backward in the traveling direction of the vehicle.

In general operation of railway vehicles, the leading vehicle on the outbound route becomes the trailing vehicle on the returning route, and the trailing vehicle on the outbound route becomes the leading vehicle on the returning route. Without changing, it is possible to cope with general operations of railway vehicles.

(3)
A thrust reverser may be provided in the jet engine or the rocket engine so as to be deployable.

The thrust reverser is a device that generates thrust in the direction opposite to the injection nozzle or the jet outlet by providing the jet nozzle of the jet engine or the jet outlet of the rocket engine as a lid. In general operation of railway vehicles, the leading vehicle on the outbound route becomes the trailing vehicle on the returning route, and the trailing vehicle on the outbound route becomes the leading vehicle on the returning route, so if the thrust reverser can be deployed, the jet engine or rocket engine body It is possible to cope with general operations of railway vehicles without changing the direction of the vehicle.

(4)
The jet engine or rocket engine may be provided in the upper part of the vehicle.

In this case, the upper limit of the vehicle is limited by the vehicle limit (the range in which the vehicle and its accessories may be present so that the vehicle and its accessories do not interfere with the station building facilities). The jet engine or rocket engine can be easily arranged because it is relatively loose and has few vehicle accessories.

(5)
The jet engine or rocket engine is housed in the vehicle when the emergency brake is not activated, and when the emergency brake is activated, the jet engine or rocket engine is moved out of the vehicle by the explosive force of compressed air or explosives. It may be.

In this case, when the jet engine or the rocket engine is not used, that is, when the emergency brake is not used, the air resistance of the vehicle can be minimized. In addition, when using compressed air that is used in pneumatic brake devices such as air springs and disc brakes in a vehicle, there is no need to provide a new drive source, and therefore an increase in vehicle weight can be suppressed. . Further, when using gunpowder, the jet engine or the rocket engine can be quickly moved out of the vehicle while minimizing an increase in the vehicle weight, so that deceleration can be performed quickly.

(6)
The jet engine or rocket engine is housed in a cowl that covers the vehicle when the emergency brake is not activated. When the emergency brake is activated, the jet engine or the rocket engine is at least a cowl in front of the vehicle traveling direction due to the explosive force of compressed air or explosives. May be opened.

In this case, when the jet engine or the rocket engine is not used, that is, when the emergency brake is not used, the air resistance of the vehicle can be minimized. In addition, when using compressed air that is used in pneumatic brake devices such as air springs and disc brakes in a vehicle, there is no need to provide a new drive source, and therefore an increase in vehicle weight can be suppressed. . Further, when using gunpowder, the jet engine or the rocket engine can be quickly moved out of the vehicle while minimizing an increase in the vehicle weight, so that deceleration can be performed quickly. Further, since the cowl that is lighter than that of the jet engine or rocket engine is opened, the opening mechanism can be simplified.

(7)
A railroad vehicle emergency brake system according to a second aspect is a control for controlling a train in which a plurality of vehicles including the railcar emergency brake device according to any one of claims 1 to 6 are connected, and a jet engine or a rocket engine. The control device controls the jet engine or the rocket engine to have a higher propulsive force in the direction from the first vehicle to the last vehicle of the train.

In this case, the control device controls the propulsion force of the jet engine or rocket engine to increase in the direction from the first vehicle to the last vehicle of the train, so the emergency brake system operates and strong deceleration braking occurs. However, buckling of train formation can be prevented.

(8)
A railroad vehicle emergency brake system according to a third aspect is a control for controlling a train in which a plurality of vehicles including the railcar emergency brake device according to any one of claims 1 to 6 are connected, and a jet engine or a rocket engine. The control device generates the propulsive force of the jet engine or the rocket engine with a time difference in the order from the last vehicle of the train to the first vehicle.

In this case, the control device is controlled to start the output of the jet engine or rocket engine in the order from the last vehicle to the first vehicle of the train, so the emergency brake system is activated and strong deceleration braking occurs. Even the buckling of train formation can be prevented.

(9)
The vehicle further includes a brake device using compressed air, and the control device applies a brake force generated by the brake device using compressed air (here, a brake force corresponding to a so-called emergency brake generally used at present). If it is determined that there is a shortage of (meaning), the jet engine or the rocket engine may be controlled to operate.

In this case, when the speed is not very high, that is, when the vehicle can be stopped within a predetermined distance with a braking force comparable to the conventional one, the speed of the vehicle can be reduced with a brake device using compressed air. Thus, the consumption of the jet engine or rocket engine can be suppressed, while the speed of the railway vehicle can be reduced by operating the jet engine or rocket engine in an emergency.

(10)
The emergency brake system for railway vehicles further includes a speed measuring device for measuring the speed of the vehicle, and the control unit performs emergency control for operating only a jet engine or a rocket engine, and normal control for operating only a brake device using compressed air. Any control of ratio adjustment control that operates all of the jet engine or the rocket engine and the brake device at a predetermined ratio may be switched based on the speed measuring device.

In this case, since the control unit can switch between emergency control, ratio adjustment control, and normal control based on the speed measurement device, it is possible to use an optimum device according to the speed. Further, the control may be changed based on not only the speed but also the weight, weight and speed. Therefore, it is possible to reduce wear of brake pads and the like of the brake device and to reliably stop the vehicle.

(11)
A railway vehicle according to a third aspect includes the emergency brake device for a railway vehicle according to any one of claims 1 to 6.

In this case, it is possible to stop the railway vehicle running at an ultra high speed at a predetermined distance.

The typical external view which shows an example of the rail vehicle which concerns on one embodiment which concerns on this invention. The typical external view which shows an example of the rail vehicle which concerns on one embodiment which concerns on this invention. Schematic diagram showing an example of the configuration of a railway vehicle Schematic diagram for explaining an example of the operation of the jet engine device Schematic diagram for explaining an example of the operation of the jet engine device The flowchart which shows an example of operation | movement of the emergency brake control part of a brake control apparatus. Schematic diagram for explaining another example of the operation of the jet engine device Schematic diagram for explaining another example of the operation of the jet engine device Schematic diagram for explaining still another example of the operation of the jet engine device Schematic diagram for explaining still another example of the operation of the jet engine device

201, ..., 206, 201a Vehicle 211, ..., 215

Coupler

220, 220b

Cowl

300, 400

Jet engine device

302, 402 Nozzle 500 Brake control device 550 Emergency brake control unit 560 Speed measurement unit 570 Brake device 580 Projection mechanism

Embodiments according to the present invention will be described below with reference to the drawings.

(One embodiment)
1 and 2 are schematic external views showing an example of a railway vehicle 100 according to an embodiment of the present invention. 1 is a side view of the railcar 100, and FIG. 2 is a top view of the railcar 100.

As shown in FIG. 1, the railway vehicle 100 is a vehicle that travels on the rail L, and includes six trains of vehicles 201,. The vehicles 201,..., And the vehicle 206 are connected by couplers 211,.

Further, as shown in FIG. 2, the jet engine device 300 and the jet engine device 400 are disposed on the upper part (roof) of the vehicles 201,.

The jet engine device 300 has a jet engine 301 and a nozzle 302, and the jet engine device 400 has a jet engine 401 and a nozzle 402. Here, for example, the types of the

jet engine devices

300 and 400 may be turbojets, turbofans, turboprops, turboshafts, or the like. The

jet engine devices

300 and 400 may be rocket engines. Further, for example, the jet engine device 300 is a turbojet type jet engine, and the jet engine device 400 is a rocket engine. And a combination with a rocket engine.

Now, two

nozzles

302, 402 of the jet engine device 300 are arranged at the upper portions of the vehicles 201,..., The vehicle 206 (for example, on the roof, etc.) so as to face the traveling direction H1 side. Two vehicles 201,..., And a vehicle 206 are arranged so as to be directed toward the traveling direction −H1 side. That is, four

jet engine devices

300 and 400 are provided for each of the vehicles 201 to. As will be described later, the jet engine device 300 is used in an emergency when the railway vehicle 100 is traveling in the direction of the arrow H1, and the jet engine device 400 is used by the railway vehicle 100 in the direction of the arrow -H1. It is used in an emergency when traveling in the direction.

Further, in order not to be affected by the jet engine device 300 and the jet engine device 400 provided in the adjacent vehicle, the jet engine device 300 is disposed outside the roof of the vehicle. Located inside the roof of the vehicle.

Next, the configuration of the railway vehicle 100 will be described. FIG. 3 is a schematic diagram illustrating an example of the configuration of the railway vehicle 100.

As shown in FIG. 3, a railway vehicle 100 mainly includes a brake control device 500, a cowl opening / closing device or jet engine device protruding mechanism 580, a brake device using compressed air,

jet engine devices

300 and 400, and a power running motor (not shown). including.

The brake control device 500 includes an emergency brake control unit 550 and a speed measurement unit 560 for recognizing the vehicle speed. The speed measuring unit 560 may recognize the vehicle speed based on a speed signal from a host system (not shown), or may detect the number of wheel rotations by a sensor (not shown) and recognize the vehicle speed independently. It does not matter. When the brake control device 500 decelerates the speed during normal travel (except when the emergency brake is applied, the same applies hereinafter), the regenerative brake by the power running motor is applied and the regenerative brake is used. An instruction is given to the brake device 570 using compressed air to generate an insufficient braking force, and as a result, the speed of the railway vehicle 100 decreases.

Also, the brake control device 500 gives an instruction to the cowl opening / closing device or the jet engine device protruding mechanism 580 from the emergency brake control unit 550 in an emergency, and gives an instruction to the

jet engine devices

300 and 400. As a result, an output DF (see FIG. 5) described later is output from one of the

jet engine devices

300 and 400, and the speed of the railway vehicle 100 decreases. Further, the brake control device 500 is a jet engine device or a brake device 570 using compressed air via the emergency brake control unit 550 based on a brake signal from a vehicle host system (not shown) and a signal from the speed measurement unit 560. Give instructions to either or both.

Next, the operation of the

jet engine devices

300 and 400 using the vehicle 201 will be described. 4 and 5 are schematic diagrams for explaining an example of the operation of the

jet engine devices

300 and 400. FIG.

As shown in FIG. 4, the case where the vehicle 201 travels on the rail L in the direction of the arrow H1 will be described as normal travel. In this case, the jet engine device 300 and the jet engine device 400 are housed inside the vehicle 201 and are arranged so as not to receive air resistance during travel.

Then, as shown in FIG. 5, in an emergency (emergency), the jet engine device 300 and the jet engine device 400 are protruded in the direction of the arrow V1 due to the explosive force by compressed air or explosives. Then, the output DF is ejected from the jet engine device 300. As a result, the speed of the vehicle 201 in the direction of the arrow H1 is reduced by the output DF. Further, by causing the

jet engine devices

300 and 400 to protrude, air resistance is generated, and the deceleration due to the output DF can be further increased.

Subsequently, FIG. 6 is a flowchart showing an example of the operation of the emergency brake control unit 550 of the brake control device 500 of FIG. Here, the case where the railway vehicle 100 of FIG. 1 is traveling in the direction of the arrow H1 will be described.

First, the emergency brake control unit 550 acquires vehicle formation information (N cars) (step S1). Next, the emergency brake control unit 550 determines whether or not it is an emergency (that is, when an emergency brake needs to be applied) (step S2). Here, whether or not it is an emergency is determined based on a specific brake operation by the driver.

If it is determined in step S2 that there is no emergency, step S2 is repeated (No in step S2). On the other hand, if it is determined in step S2 that there is an emergency (Yes in step S2), the cowl opening / closing device or the jet engine device protruding mechanism 580 (hereinafter simply referred to as the protruding mechanism 580) is turned on ( Step S3). As a result, the jet engine device 300 (jet engine device 400 when the traveling direction is opposite to H1) protrudes from the upper portion of the vehicle 201 (see FIGS. 4 and 5). In order to simplify the configuration of the protrusion mechanism 580, the

jet engine devices

300 and 400 may always protrude at the same time.

Subsequently, the emergency brake control unit 550 sets the variable i = N (the number of vehicles) (step S4). In the railway vehicle 100 of FIG. 1, since it is a six-car train, i = 6.

Next, the emergency brake control unit 550 turns on the i-th jet engine device 300 (step S5). As a result, the output DF is injected from the jet engine device 300 of the last vehicle 206.

Next, the variable i = N−1 is performed (step S6), and the processing from step S5 to step S7 is repeated until the variable i becomes 0 (No in step S7). As a result, the output of the jet engine device 300 can be generated in the order of the rearmost vehicle 206, the vehicle 205, the vehicle 204, the vehicle 203, and the vehicle 202 to the first vehicle 201 of the railway vehicle 100.

On the other hand, when it is determined in the process of step S7 that the variable i is 0 (Yes in step S7), the speed value from the speed measurement unit 560 is confirmed to determine whether or not the predetermined speed is reached (step S7). S8). Here, the predetermined speed may be a speed at which the brake device 570 using compressed air can be stopped within a predetermined distance, or may be substantially stopped (0 Km / h).

Until the process of step S8 ends, the output from the jet engine device 300 is continued (No in step S8). When it is determined that the speed is a predetermined speed in the process of step S8 (Yes in step S8), the jet engine The output of the apparatus 300 is stopped (step S9).

In this way, by turning on the output of the jet engine device 300 in the order from the last vehicle to the first vehicle of the railway vehicle 100, buckling of the formation of the railway vehicle due to the rear vehicle pushing the front vehicle. Can be prevented.

In the above-described embodiment, the case where the output of the jet engine device 300 is turned on in the order from the last vehicle to the first vehicle of the rail vehicle 100 has been described. The output of the last vehicle 206 is set to 100% output, the output of the vehicle 205 is started from 80% output, the output of the vehicle 204 is started from 60% output, and the output of the vehicle 203 is started from 40% output. Using the control to start the output of the vehicle 202 from the output of 20%, start the output of the vehicle 201 from the output of 10%, and finally increase the output from the vehicle 201 to the vehicle 206 to 100%. Also good.

Furthermore, the control for varying the output and the control for performing the output timing from the tail to the head may be combined. Moreover, although jet engine apparatus 300,400 demonstrated the case where it injects until a vehicle speed becomes predetermined speed, it is not limited to this, You may inject continuously for predetermined time, or intermittently for predetermined time.

(Other examples)
Next, other operations of the

jet engine devices

300 and 400 will be described using the vehicle 201a. 7 and 8 are schematic diagrams for explaining another example of the operation of the

jet engine devices

300 and 400. FIG.

As shown in FIG. 7, the case where the vehicle 201a travels on the rail L in the direction of the arrow H1 will be described as normal travel. In this case, the jet engine device 300 and the jet engine device 400 are provided on the upper part (roof surface) of the vehicle 201a, and a cowl 220 is provided around the upper part (roof surface). Therefore, in the vehicle 201a, the jet engine device 300 and the jet engine device 400 are prevented from receiving air resistance during normal traveling by the cowl 220.

Then, as shown in FIG. 8, in an emergency (emergency), the cowl 220 is stored in the direction of arrow -V1 in the vehicle 201a by the explosive force of compressed air or explosives. Then, the output DF is ejected from the jet engine device 300. As a result, the speed of the vehicle 201 in the direction of the arrow H1 is reduced by the output DF.

(Still other examples)
Next, still another operation of the

jet engine devices

300 and 400 will be described using the vehicle 201b. 9 and 10 are schematic views for explaining still another example of the operation of the

jet engine devices

300 and 400. FIG.

As shown in FIG. 9, the case where the vehicle 201b travels on the rail L in the direction of the arrow H1 will be described as normal travel. In this case, the jet engine device 300 and the jet engine device 400 are provided on the upper portion (roof surface) of the vehicle 201a, and a cowl 220b is provided around the upper portion (roof surface). The cowl 220b is provided with opening

lids

223b and 224b for opening and closing the periphery of the

nozzles

302 and 402 of the jet engine device 300 and the jet engine device 400. Therefore, in the vehicle 201b, the cowl 220b and the opening

lids

223b and 224b do not receive air resistance during travel.

Then, as shown in FIG. 10, in an emergency (emergency), the opening

lids

223b and 224b are accommodated in the direction of arrow -V1 in the vehicle 201b by the explosive force of compressed air or explosives. Then, the output DF is ejected from the jet engine device 300. As a result, the speed of the vehicle 201 in the direction of the arrow H1 is reduced by the output DF.

In the above embodiment, two

jet engine devices

300 and 400 are provided for each vehicle. However, the present invention is not limited to this. One or three or more jet engine devices may be provided. Only one of the

engine devices

300 or 400 may be used (when the vehicle travels on an annular line or the like, the leading vehicle is always the same).

Furthermore, only the

nozzles

302 and 402 of the

jet engine devices

300 and 400 need to face each other in the traveling direction (arrow H1 and arrow -H1), and the jet engine device itself is rotated by a nozzle or a rotation device (not shown). In this case, a plurality of jet engine devices may be used together. As the rotation device, a rotation device having a rotation mechanism using an electric motor, a hydraulic pressure or a pneumatic motor as a drive source can be used. In addition, when the jet engine devices are not used together, the thrusts of the

jet engine devices

300 and 400 can be used at the same time. Therefore, when trying to obtain the same thrust as the vehicle, each of the

jet engine devices

300 and 400 The size can be reduced, and the degree of freedom of installation in the vehicle is improved.

Furthermore, a thrust reverser (not shown) may be provided in front of the

nozzles

302, 402 of the

jet engine devices

300, 400 so that they can be deployed. In this case, a plurality of jet engine devices are combined into one. May be used. The thrust reverser is a device that generates thrust in the direction opposite to the injection nozzle or the jet outlet by providing the jet nozzle of the jet engine or the jet outlet of the rocket engine as a lid. If the

jet engine devices

300 and 400 are not used together, the thrust reverser is deployed on one side of the

jet engine devices

300 and 400, and the thrust of the

jet engine devices

300 and 400 is not utilized on the other side. When trying to obtain the same thrust, the

jet engine devices

300 and 400 can be reduced in size, and the degree of freedom of installation in the vehicle is improved.

Further, the

jet engine devices

300 and 400 are provided on the upper parts (roofs) of the vehicles 201 to 206. However, the present invention is not limited to this, and problems such as interference with existing station building facilities and oncoming trains may occur. If the problem is solved, it may be provided on the side surface or below the vehicles 201,.

In the above-described embodiment, the output DF is injected from the jet engine apparatus 300. However, the present invention is not limited to this. When the railway vehicle in FIG. 1 is traveling in the direction of the arrow -H1, When the time comes, an emergency stop can be performed using the jet engine device 400.

Further, the traveling of the railway vehicle 100 is not limited to a straight line, but may be a curved line. In this case, the emergency brake control unit 550 may be controlled in consideration of the left / right balance of the jet engine device 300, and may be controlled in consideration of the balance in the rotation direction when the nozzle 302 is rotated. Good. As a result, it is possible to realize a stop operation in consideration of the moment (centrifugal force) applied to the railway vehicle 100.

As described above, since the

nozzles

302 and 402 of the

jet engine apparatuses

300 and 400 according to the present embodiment are provided so as to face the traveling direction of the railway vehicle 100, the vehicles 201,. The propulsive force (output DF) of the jet engine device 300 acts against the traveling direction of the vehicle 206 (the direction of the arrow H1), and the traveling direction (arrows) of the vehicles 201,. Since the propulsive force (output DF) of the jet engine device 400 acts in the direction opposite to (−H1 direction), the speed of the railway vehicle 100 can be accurately reduced. As a result, the railway vehicle 100 traveling at a high speed can be stopped within a predetermined distance.

Further, when the emergency brake is not used by the

cowls

220 and 220b and the protruding mechanism 580, the air resistance of the railway vehicle 100 can be minimized. Further, by using the explosive force of compressed air and explosives in the protrusion mechanism 580, an increase in vehicle weight can be suppressed as compared with a case where a hydraulic mechanism or a motor is newly used.

Furthermore, since the emergency brake control unit 550 controls the output of the

jet engine devices

300 and 400 to increase in the direction from the first vehicle to the last vehicle of the railway vehicle 100, even if the emergency brake control unit 550 is activated. The buckling of the knitting of the railway vehicle 100 can be prevented. Similarly, the emergency brake control unit 550 is controlled to start the output of the

jet engine devices

300 and 400 in the order from the last vehicle of the railway vehicle 100 to the first vehicle, so that the emergency brake control unit 550 is activated. In addition, buckling of the knitting of the railway vehicle 100 can be prevented.

Further, by using the brake device 570 using compressed air in combination, the speed of the vehicle can be reduced by a regenerative brake using a power running motor and a brake device using compressed air in a normal state. , 400 can be operated to reduce the speed of the railway vehicle 100.

In the present embodiment, the vehicles 201,..., The vehicle 206 correspond to vehicles, the

jet engine devices

300, 400 correspond to one or more jet engines or rocket engines, and an emergency brake device for a railway vehicle, and the output DF is Corresponding to the propulsive force, the

nozzles

302 and 402 correspond to the injection nozzles or the outlets, the direction of the arrow H1 or the direction of the arrow -H1 corresponds to the traveling direction of the vehicle, the

cowls

220 and 220b correspond to the cowls, the railway The vehicle 100 corresponds to a railway vehicle and a train in which a plurality of vehicles are connected, the emergency brake control unit 550 corresponds to a control device and an emergency brake system for a railway vehicle, and the brake device 570 using compressed air uses compressed air. It corresponds to a brake device, and the speed measuring unit 560 corresponds to a speed measuring device.

A preferred embodiment of the present invention is as described above, but the present invention is not limited thereto. It will be understood that various other embodiments may be made without departing from the spirit and scope of the invention. Furthermore, in this embodiment, although the effect | action and effect by the structure of this invention are described, these effect | actions and effects are examples and do not limit this invention.

Claims

An emergency brake device for a railway vehicle provided in a vehicle,
The vehicle comprises at least one or more jet engines or rocket engines;
The emergency braking device for a railway vehicle, wherein the propulsive force of the jet engine or the propulsive force of the rocket engine is generated in a direction opposite to the traveling direction of the vehicle.
The emergency brake device for a railway vehicle according to claim 1, wherein the jet nozzle of the jet engine or the jet outlet of the rocket engine is provided so as to be rotatable at least forward and backward in the traveling direction of the vehicle.
The emergency brake device for a railway vehicle according to claim 1, wherein a thrust reverser is provided in the jet engine or the rocket engine so as to be deployable.
The railway vehicle emergency brake device according to any one of claims 1 to 3, wherein the jet engine or the rocket engine is provided in an upper portion of the vehicle.
The jet engine or the rocket engine is housed in the vehicle when the emergency brake is not activated, and is moved out of the vehicle by the explosive force of compressed air or explosives when the emergency brake is activated. The emergency brake device for a railway vehicle according to any one of claims 1 to 4.
The jet engine or the rocket engine is housed in a cowl that covers the vehicle when the emergency brake is not activated, and when the emergency brake is activated, the jet engine or the rocket engine is at least in the vehicle traveling direction by the explosive force of compressed air or explosives. The emergency brake device for a railway vehicle according to any one of claims 1 to 4, wherein the cowl in front is opened to apply a propulsive force of the jet engine or the rocket engine.
A train in which a plurality of vehicles equipped with the emergency brake device for railway vehicles according to any one of claims 1 to 6 are connected;
A control device for controlling the jet engine or the rocket engine,
The control device includes:
A railroad vehicle emergency brake system that controls the propulsive force of the jet engine or the rocket engine to increase in a direction from the first vehicle to the last vehicle of the train.
A train in which a plurality of vehicles equipped with the emergency brake device for railway vehicles according to any one of claims 1 to 6 are connected;
A control device for controlling the jet engine or the rocket engine,
The control device includes:
An emergency brake system for a railway vehicle that controls the jet engine or the rocket engine to generate a propulsive force with a time difference in order from the last vehicle of the train toward the first vehicle.
The vehicle further includes a brake device using compressed air,
The emergency braking system for a railway vehicle according to claim 7 or 8, wherein the control device controls to operate the jet engine or the rocket engine when it is determined that the braking force by the braking device using the compressed air is insufficient. .
A speed measuring device for measuring the speed of the vehicle;
The control unit performs an emergency control for operating only the jet engine or the rocket engine, a normal control for operating only a brake device using the compressed air, a predetermined control over all of the jet engine or the rocket engine and the brake device. The emergency brake system for a railway vehicle according to claim 9, wherein one of the ratio adjustment control to be operated at a ratio is switched based on the speed measuring device.
A railway vehicle comprising the emergency brake device for a railway vehicle according to any one of claims 1 to 6.