JP2003063384A - Main electric motor cooling system of railway rolling stock - Google Patents

Abstract

PROBLEM TO BE SOLVED: To increase a cooling wind amount only when a main electric motor has possibility of being overheated without enlarging the capacity of a cooling wind intake and a wind introduction duct provided on the end wall of a railway rolling stock. SOLUTION: The wind introduction duct comprising an underfloor duct 4b and the like is interposed between the cooling wind intake and the main electric motor provided on the end wall, bypass ducts 5a, 5b are provided on a part of the wind introduction duct, a motor-driven fan 6 and a damper 7 are provided in the bypass duct, and when a traveling wind amount is insufficient, the damper is changed over by a manual or automatic control means to drive the motor- driven fan. Thereby cooling wind taken in from the cooling wind intake of the end wall is introduced to the bypass duct, pressure is increased by the motor-driven fan, and the wind is returned to the wind introduction duct again to be blown to the main electric motor. Thus, a cooling wind amount blown to the main electric wind is increased to secure a necessary cooling wind amount.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an air-cooling system for a traction motor of a railroad vehicle, particularly a railroad vehicle for passenger transportation, which solves a shortage of cooling when traveling uphill under a high load.
It is possible to effectively prevent overheating of the main electric motor when traveling on a slope.

[0002]

2. Description of the Related Art A train for passenger transportation is formed by connecting a driving vehicle and a trailer vehicle. The driving vehicle is equipped with main motors on the left and right sides, respectively, and the outside air is introduced from the air intake provided on the end wall. Is introduced and is guided to the main electric motor provided under the floor of the vehicle body by the wind guide duct including the vertical duct 4a and the underfloor duct 4b. By the way, in the above-mentioned conventional drive vehicle (hereinafter, referred to as “railroad vehicle”), the traveling air is taken in from the cooling air intake 2 provided in the end wall 1 to take in the air volume necessary for cooling the main motor. Its cooling system is designed as. On the other hand, in recent railroad vehicles, the main motor 3 functions as a generator for power recovery during braking, and functions as a traveling drive motor during power running. Therefore, the main electric motor 3 is operated as a generator or an electric motor (motor) with almost no rest. If such a railroad vehicle continues to climb for a long period of time, due to the increase in load due to climbing on the slope and the decrease in cooling air volume (intake volume of traveling air) due to a decrease in traveling speed, The main motor 3 may be overheated. In order to secure the required cooling air volume even under high load and low speed running, the cooling air intake 2 of the gable wall 1 should be large and the air ducts downstream of it should be thick to increase the natural intake of running air. However, it is not desirable to increase the size of the cooling air intake 2 on the end wall, and it is not practical to connect thick ducts to the end wall and under the floor of the vehicle body, because of other equipment arrangements. And the cooling air intake 2 of the gable wall 1 is enlarged.
If the air ducts downstream (vertical duct 4a and underfloor duct 4b) are made thicker to increase the cooling air volume, the main motor will be overcooled when traveling at high speed with a light load under low temperatures in winter. May cause other problems, such as
Increasing the amount of natural intake of traveling wind as described above cannot be practically adopted. From the above, in order to increase the natural intake amount of the traveling wind, without increasing the capacity of the cooling air intake 2 and the air guide duct, only when there is a possibility that the main motor is overheated, It is practically desirable to be able to increase the cooling air volume.

[0003]

DISCLOSURE OF THE INVENTION The present invention provides a cooling air flow rate only when there is a possibility that the main motor is overheated without increasing the capacity of the cooling air intake port and the air guide duct provided on the end wall of the railway vehicle. It is an object of the present invention to devise a cooling system for the main motor so as to increase the power consumption.

[0004]

[Means taken for solving the problem] Means taken for solving the above-mentioned problem is to introduce an air guide duct consisting of an underfloor duct or the like arranged under the floor between the cooling air intake provided on the end wall and the main motor. Through the cooling air intake,
Assuming a main motor cooling system of a railway vehicle in which the main air motor is air-cooled by being guided to the main motor by the air guide duct, it is configured by the following (a) and (b). (A) A bypass duct that bypasses a part of the air duct is provided, and (b) an electric fan is provided in the bypass duct, a damper is provided in the air duct, and the damper is opened / closed to reach the bypass duct. To control the flow of cooling air.

[0005]

When the amount of cooling air required for the natural intake of traveling air is sufficient, the damper prevents the taken-in cooling air from flowing into the bypass duct, so that the above-described main motor cooling system is used. It is guided to the main motor through the wind duct. At this time, the electric fan provided in the bypass duct is stopped. When the running air volume becomes insufficient, the damper is switched by the manual or automatic control means to drive the electric fan.
As a result, the cooling air taken in from the cooling air intake of the end wall is guided to the bypass duct, boosted by the electric fan, returned to the air duct again, and blown to the main electric motor. Therefore, the amount of cooling air sent to the main motor is increased, and the required amount of cooling air is secured. Since the damper switches whether or not the taken-in cooling air is passed through the bypass duct, it is not always necessary to provide it on the inlet side of the bypass duct, and it may be provided on the outlet side of the bypass duct. In addition, when the electric fan is stopped, it becomes a resistance to the air flow flowing through the bypass duct, and when the electric fan is driven, the cooling air is sucked into the bypass duct on the suction side. Since the inflow or non-inflow of the air flow into the bypass duct changes depending on the ON / OFF control, it is not always necessary to change the flow of the cooling air with a damper having a switching function that is opened and closed. However, in this case, since the cooling air whose pressure has been increased by the electric fan flows backward through the air guide duct, this backflow may be prevented. To prevent this backflow, a valve for preventing backflow may be provided in the airflow duct between the branch point of the bypass duct with the airflow duct and the confluence of the airflow duct. The valve (the valve that opens and closes automatically depending on the pressure difference)
It is desirable to provide a valve that can be mechanically opened and closed, since it will not provide some resistance to forward air flow.

[0006]

[Embodiment 1] Embodiment 1 is that the bypass duct is provided at the tip of an underfloor duct disposed under the floor.

[0007]

The tip portion of the underfloor duct in which the bypass duct is arranged under the floor has a small amount of other pipes, wiring, and various devices arranged under the floor in the tip portion of the vehicle close to the end wall. The bypass duct and the electric fan can be provided at the tip of the vehicle while avoiding interference. Further, since the cooling air whose pressure is increased by the electric fan flows through the underfloor portion of the air duct, the introduction efficiency of the cooling air is higher than when the underfloor portion of the air duct is on the intake side of the electric fan. Therefore, the bypass duct and the electric fan can be made as small as possible.

[0008]

Embodiment 2 Embodiment 2 is that the bypass duct and the electric fan are arranged behind the lower end of the end wall.

[0009]

Third Embodiment A third embodiment is that the electric fan in the second embodiment is a centrifugal fan.

[0010]

The centrifugal fan discharges cooling air to the outside of the fan casing in the radial direction, and its axial length is shorter than that of other types. Therefore, the bypass duct and the electric fan are compactly installed behind the lower end of the end wall. Can be placed at.

[0011]

Fourth Embodiment A fourth embodiment is that the damper is provided in the air guide duct at a downstream side of a branch point of the bypass duct to selectively open and close the air guide duct and the bypass duct. .

[0012]

Since the damper and the damper opening / closing operation device can be arranged under the floor at the tip of the vehicle, the damper can be installed without difficulty while avoiding interference with other devices.

[0013]

EXAMPLES Next, examples will be described with reference to the drawings. U-shaped bypass ducts 5a and 5b are provided at the tip of the underfloor duct 4b behind the end wall 1, and an electric fan 6 is provided in the bypass duct. The bypass ducts 5a and 5b are arranged vertically along the end wall 1, the suction port of the fan casing 6a of the electric fan is connected to the upper end of the bypass duct 5a, and the discharge port is bypass duct 5b.
Is connected to the upper end of. The bypass ducts 5a and 5b
It is preferable that the thickness of the bypass duct is almost the same as that of the underfloor duct 4b, but since the air flow in the bypass duct is a forced flow by the electric fan 6, there is no particular problem even if it is somewhat smaller than the underfloor duct 4b. The electric fan 6 is selectively driven by the drive motor 6b. Bypass duct 5
Although a and 5b are connected to the underfloor duct 4b at a distance, a damper 7 is provided in the underfloor duct 4b behind the branch point of the bypass duct 5a. The damper 7 of this embodiment is rotatably attached by a damper support shaft 7a, and is operated by an appropriate means such as a pneumatic cylinder or an electric motor to selectively open and close the underfloor duct 4b and the bypass duct 5a. It is like this.
Normally, the damper 7 closes the bypass duct 4a and opens the underfloor duct 4b, so that the traveling wind taken in from the intake port is driven by the vertical duct 4a and the underfloor duct 4b along the gable wall 1 by the main electric motor 3 Be led to.

When the amount of cooling air is insufficient or may be insufficient, the damper 7 is switched to open the inlet of the bypass duct 5a (branch with the underfloor duct 4b) and close the underfloor duct 4b. In this state, the electric fan 6 operates, so that the cooling air flows through the bypass duct 5a.
Is sucked into the electric fan 6 from where it is boosted and discharged to the bypass duct 5b. Therefore, the cooling air taken in from the cooling air intake 2 returns to the underfloor duct 4b through the bypass duct 5a, the electric fan 6, and the bypass duct 5b, and is guided to the main electric motor 3 by the underfloor duct 4b. In this embodiment, the electric fan 6 is simply ON / OFF controlled, but in the ON state, the rotation speed of the drive motor 6b may be controlled to adjust the cooling air volume to the main electric motor 3. it can. The opening / closing switching of the damper can be performed by either manual control or automatic control, but for railroad vehicles for passenger transportation that travel on a specific route, it may be possible to manually switch it in a specific travel section. You may switch by. Also,
Instead of switching in a specific traveling section, it may be automatically switched based on the traveling speed of the vehicle, or may be automatically switched based on the amount of cooling air flowing through the air duct. The bypass duct 5a can be branched from the lower end of the vertical duct 4a arranged along the end wall 1, and the underfloor duct 4b can be opened and closed by a gate valve instead of opening and closing by the damper. In this case, the bypass duct may be left open, or a gate valve may be provided in the bypass duct to open and close the gate valve. However, it is not recommended because the gate valve and its operating mechanism are not as simple as the damper.

[0015]

As described above, the present invention relates to a main motor cooling system for a railway vehicle for passenger transportation, in which a bypass duct is branched from a part of the air duct, and an electric fan is provided in the bypass duct. Since the flow of the cooling air to the bypass duct is controlled by opening and closing the damper, the electric fan can forcibly blow the air when the amount of the cooling air is insufficient due to the natural intake of the traveling air. Therefore, it is possible to reliably prevent overheating of the main motor due to insufficient cooling air volume.
Further, since the electric fan is arranged in the bypass duct branched from the underfloor duct, the airflow of the underfloor duct when the traveling wind is naturally taken in is not obstructed by the electric fan. Also, by arranging the bypass duct and the electric fan behind the lower end of the gable wall, it is possible to install the bypass duct and the electric fan without difficulty while avoiding interference with other piping, wiring, equipment, etc. The bypass duct and the forced air blower using the electric fan can be made compact.

[0016]

[Brief description of drawings]

FIG. 1 is a plan view of a cooling system for a main motor of a railroad vehicle for passenger transportation.

FIG. 2 is a front view of a gable wall of a railroad vehicle for passenger transportation.

FIG. 3 is a side view of the traction motor cooling system of the embodiment.

FIG. 4 is an enlarged view of a main part of the embodiment.

[Explanation of symbols]

1: Wife wall 2: Cooling air intake 3: Main motor 4a: Vertical duct 4b: Underfloor duct 5a, 5b: bypass duct 6: Electric fan 6a: Fan casing 6b: fan drive motor 7: Damper 7a: Support shaft of damper

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Claims (5)

[Claims] 1. A wind guide duct including an underfloor duct disposed under the floor is interposed between an air intake provided on the end wall and the main motor, and the traveling wind taken in from the air intake is introduced into the air guide. In a traction motor cooling system for a railway vehicle that guides the traction motor to the traction motor by air cooling, a bypass duct that bypasses a part of the wind guidance duct is provided, an electric fan is provided in the bypass duct, and the wind guidance duct is provided. A traction motor cooling system for a railway vehicle in which a damper is provided to control the flow of cooling air to the bypass duct by opening and closing the damper. 2. The traction motor cooling system for a railway vehicle according to claim 1, wherein the bypass duct is provided at a tip portion of an underfloor duct arranged under the floor. 3. The cooling system for a main motor of a railway vehicle according to claim 2, wherein the bypass duct and the electric fan are arranged behind a lower end of the end wall. 4. The traction motor cooling system for a railway vehicle according to claim 3, wherein the electric fan is a centrifugal fan. 5. The main motor cooling of a railway vehicle according to claim 4, wherein the damper is provided in the underfloor duct downstream of a branch point of the bypass duct to selectively open and close the underfloor duct and the bypass duct. system.