JP2017144922A - Aerodynamics brake system for railroad carriage - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve an aerodynamics brake system for railroad carriage further.SOLUTION: An aerodynamics brake system for railroad carriage comprises: a lock mechanism 30 holding an aerodynamics brake plate (a second aerodynamics brake plate 6) in a storage position; an arm unit 64 provided at a peripheral part of a swing shaft (a second swing shaft 62); and a double action type double rod cylinder 20 cancelling lock of the lock mechanism 30 by push motion of a rod 22b in going motion, and making a swing shaft 61 rotate to a direction to store the aerodynamics brake plate by pushing the arm unit 64 by push motion of the rod 22b in return motion.SELECTED DRAWING: Figure 8

Description

  The present invention relates to an aerodynamic brake device for a railway vehicle.

  As a brake for a vehicle that moves at high speed, an aerodynamic brake device for a railway vehicle that increases the air resistance and decelerates has been studied. For example, two aerodynamic brake plates are arranged side by side in the crossing direction with respect to the traveling wind so that one rising direction is the forward direction with respect to the traveling wind and the other standing direction is the opposite direction, There is known a railway vehicle aerodynamic brake device in which a drag generated in one aerodynamic brake plate is transmitted through the gear mechanism by connecting the shafts with a gear mechanism and the other aerodynamic brake plate is erected together (for example, Patent Document 1 to Patent Document 3).

JP, 2014-177202, A JP2013-193622A JP 2013-049293 A

An aerodynamic brake device for a railway vehicle is premised on being installed in a railway vehicle, and there is a constant demand for reduction in size, weight, and reliability of the device. In particular, when it is assumed that the device is mounted on the surface of a vehicle body such as a roof of a railway vehicle, it is essential to reduce the thickness of the device in order to suppress the influence on the interior space.
For example, technical considerations such as whether cost reduction and further miniaturization can be achieved by eliminating some or all of a large motor, an electromagnetic clutch, a reduction gear mechanism, and the like are desired.
In addition, when a coil spring or a torsion spring is used, it is desired to further improve the environmental resistance performance that ensures the operation even when snowing or freezing in a cold region or the like and the operational stability over time.

  Based on this background, the present invention has been devised for the purpose of further improving the aerodynamic brake device for railway vehicles.

  According to a first aspect of the present invention for solving the above-described problems, two aerodynamic brake plates are arranged in a traveling wind so that one standing direction is a forward direction with respect to the traveling wind and the other standing direction is a reverse direction. In contrast, the two aerodynamic brake plates are arranged in the crossing direction, and the drag generated in the one aerodynamic brake plate is transmitted through the gear mechanism by connecting the oscillating shafts to each other by the gear mechanism, and the other aerodynamic brake plate is interlocked upright. An aerodynamic brake device for a railway vehicle that includes a lock mechanism that holds the aerodynamic brake plate in a retracted posture in the retracted posture, an arm portion provided on a peripheral portion of the swing shaft, When the rod pushes, the holding by the lock mechanism is released, and when the other rod moves backward, the other rod pushes to push the arm and rotate the swing shaft in a direction to retract the aerodynamic brake plate. A double-acting double rod cylinder is aerodynamic brake system for a railway vehicle having a.

  According to the first aspect of the present invention, the return-acting double rod cylinder can execute two operations, that is, the unlocking operation of the lock mechanism and the operation of returning the standing aerodynamic brake plate to the original retracted posture. By reducing the number of parts, it is possible to reduce the weight, thickness and price of aerodynamic brake equipment for railway vehicles.

  That is, in order for the motor to generate an operating force for returning the standing aerodynamic brake plate to the original retracted position, the motor itself must be enlarged or a speed reduction mechanism must be used. According to the first invention, This is because a motor and a speed reduction mechanism are unnecessary.

  Furthermore, since the unlocking operation and the posture changing operation to the retracted posture of the aerodynamic brake plate can be realized without using a coil spring or a torsion spring, further improvement in environmental resistance performance and operation over time Stability can be further improved.

  According to a second aspect of the present invention, the arm portion is positioned below the axis center of the swing shaft in both the retracted posture and the standing posture and the aerodynamic brake plate is moved from the retracted posture to the standing posture. It is provided so as to approach the other rod and move away from the other rod as the standing posture is changed to the retracted posture, and a contact portion for contacting the arm portion at the time of the backward movement is provided at the tip of the other rod The aerodynamic brake device for a railway vehicle according to the first aspect of the present invention is provided.

  When considering how to reduce the thickness of the entire apparatus, the swing shaft is disposed approximately at the center in the thickness direction of the internal space of the apparatus. Therefore, the arm portion further swings at a low position near the bottom surface of the apparatus. However, according to the second aspect of the invention, since the contact portion for contacting the arm portion of the swing shaft is provided at the tip of the other rod of the double-acting double rod cylinder, the swing shaft can be securely connected. It can be rotated, and there is no problem in reducing the thickness.

  According to a third aspect of the present invention, there is further provided a push-up cylinder that pushes up the aerodynamic brake plate after the release of the lock mechanism is released, promotes the entry of traveling wind under the plate, and promotes the generation of drag at the initial stage of the brake operation. It is the aerodynamic brake device for rail vehicles of the 1st or 2nd invention provided.

  According to the third aspect of the present invention, the operation stability and reliability can be improved as compared with the operation by the spring by adopting the cylinder in the mechanism for lifting the aerodynamic brake plate first in the initial operation of the brake.

  The fourth invention further includes a base plate and an exterior plate supported at a position continuous with the outer surface of the aerodynamic brake plate in the retracted position, and the swing shaft, the lock mechanism, and the double-acting type both The rod cylinder is the aerodynamic brake device for a railway vehicle according to any one of the first to third aspects of the present invention, which is built in a gap space between the aerodynamic brake plate and the exterior plate and the base plate in a retracted posture. .

  According to the fourth invention, the aerodynamic brake device for a railway vehicle can be realized as a thin unit based on a base plate.

The perspective external view which shows the example of the railway vehicle carrying the aerodynamic brake device for railway vehicles. Schematic for demonstrating the working principle of the aerodynamic brake device for rail vehicles. The graph which shows the measurement example of the standing angle of an aerodynamic brake board, assisting drag D1, drag resisting force D2, and synthetic drag D3. The graph which shows the measurement example of the standing-up angle of an aerodynamic brake board, and the standing-up torque which deducted drag torque from assistance torque. The upper surface external view which shows the structural example of the aerodynamic brake apparatus for railway vehicles of a non-operation state. The upper surface external view which shows the structural example of the aerodynamic brake apparatus for railway vehicles of the non-operation state which made the exterior plate and the aerodynamic brake plate unillustrated. AA sectional drawing of FIG. BB sectional drawing of FIG. CC sectional drawing of FIG. The figure for demonstrating the cancellation | release operation | movement of the locked state by operation | movement of the double rod cylinder in the brake operation initial stage. The figure for demonstrating the pushing-up operation | movement of the aerodynamic brake board for a brake action. The figure which shows the process in which a 1st aerodynamic brake board and a 2nd aerodynamic brake board stand up. The figure for demonstrating the operation | movement for returning to a storing attitude | position. The figure which shows the structure of the modification of the aerodynamic brake device for rail vehicles.

Hereinafter, an example of an embodiment to which the present invention is applied will be described.
FIG. 1 is a perspective external view showing an example of a railway vehicle on which the aerodynamic brake device for a railway vehicle according to the present embodiment is mounted, and is a diagram showing a brake inoperative state.

  The aerodynamic brake device 2 (2R, 2L) for a railway vehicle according to the present embodiment raises the first aerodynamic brake plate 4 and the second aerodynamic brake plate 6 in conjunction with each other and hits the traveling wind (white arrow in the figure). Thus, the braking device obtains a braking force by increasing the air resistance. The railway vehicle 100 according to the present embodiment includes a plurality of housing spaces in the roof portion of the vehicle, and the right rail vehicle aerodynamic brake device 2R is housed and fixed in the housing space on the right side of the roof portion. An aerodynamic brake device 2L for the left railway vehicle is accommodated and fixed in the accommodation space.

  The right railway vehicle aerodynamic brake device 2R and the left railway vehicle aerodynamic brake device 2L have a bilaterally symmetric structure so that the first aerodynamic brake plate 4 or the second aerodynamic brake plate 6 are adjacent to each other. They are arranged side by side in the vehicle width direction. In the example of FIG. 1, the aerodynamic brake device 2R for the right railway vehicle and the aerodynamic brake device 2L for the left railway vehicle are arranged so that the second aerodynamic brake plates 6 are adjacent to each other (close to the center). Has been placed. The upper surface other than the first aerodynamic brake plate 4 and the second aerodynamic brake plate 6 is covered with an exterior plate 5, and when the railroad vehicle aerodynamic brake device 2 (2R, 2L) is not operated, the railroad vehicle aerodynamic brake is applied. The upper surface of the device 2 (2R, 2L) is flat with the upper surface of the vehicle body of the railway vehicle 100, and is designed so as not to affect the aerodynamic characteristics of the vehicle during normal traveling.

  Hereinafter, the structure and operation of the aerodynamic brake device 2 for a railway vehicle will be described in detail by taking the aerodynamic brake device 2R for the right railway vehicle as an example. The left rail vehicle aerodynamic brake device 2L can be realized in the same manner as the right rail vehicle aerodynamic brake device 2R, and the description thereof will be omitted. In the present embodiment, the left railcar aerodynamic brake device 2L and the right railcar aerodynamic brake device 2R have a bilaterally symmetric structure, but they may not have a bilaterally symmetric structure.

[Description of operating principle]
FIGS. 2A and 2B are schematic diagrams for explaining the operating principle of the aerodynamic brake device 2R for railcars, where (1) a top view and (2) a VV cross section showing an example of displacement of an aerodynamic brake plate in the brake operating process. FIG. Note that some components are not shown for easy understanding.

  As shown in FIG. 2 (1), the railway vehicle aerodynamic brake device 2R is mounted on the railway vehicle 100 such that the first aerodynamic brake plate 4 is located outside the vehicle body. Therefore, if the traveling direction of the railway vehicle 100 is used as a reference, the left side of the figure is “front” and the right side is “rear”.

The first aerodynamic brake plate 4 is a substantially rectangular plate-like body having a long side in the left-right direction (vertical direction in the drawing) as viewed from above, and a first swing shaft provided on the rear end side when the brake is operated. Rotate at 41, stand up with the front end lifted.
Similarly, the second aerodynamic brake plate 6 is a substantially rectangular plate having a long side in the left-right direction as viewed from above, and is rotated by a second swing shaft 61 provided on the front end side when the brake is operated. The edge lifts and stands up.

  The first swing shaft 41 of the first aerodynamic brake plate 4 and the second swing shaft 61 of the second aerodynamic brake plate 6 are pivotally supported in parallel so that one shaft end portion is close to each other. A first balance gear 42 is provided at the close end of the first swing shaft 41, and a second balance gear 62 is provided at the close end of the second swing shaft 61. The first balance gear 42 and the second balance gear 62 mesh with each other to form a gear mechanism, and are linked so that the swing shafts of both aerodynamic brake plates rotate in conjunction with each other.

In a state where the brake is not operated, as shown in (i) of FIG. 2 (2), the first aerodynamic brake plate 4 and the second aerodynamic brake plate 6 are in the “retracted posture” in which the plates are turned down.
When the brake starts to operate, the first aerodynamic brake plate 4 and the second aerodynamic brake plate 6 are slightly lifted as shown in (ii) of FIG. Then, since the first aerodynamic brake plate 4 “breaks” the traveling wind, the first aerodynamic brake plate 4 has an assisting drag D1 in the direction of promoting the displacement to the standing posture (the white outline of FIGS. 2 (2) (ii)). An arrow) is generated and becomes an “assistance torque” to try to rotate the first swing shaft 41 and the first balance gear 42 clockwise (toward the drawing). However, the second aerodynamic brake plate 6 also receives traveling wind. Therefore, the second aerodynamic brake plate 6 has a resisting force D2 (a white arrow in FIGS. 2 (2) and (ii)) in a direction to resist the displacement to the standing posture, and the second swing shaft 61 and The second balance gear 62 acts as a “resistance torque” that tries to rotate clockwise.

  FIG. 3 shows three measurement examples of the standing angle of the aerodynamic brake plate, the assisting drag D1 generated in the first aerodynamic brake plate 4, the drag resisting force D2 generated in the second aerodynamic brake plate 6, and their combined drag D3. It is a graph. FIG. 4 shows the resisting torque generated in the second swing shaft 61 and the second balance gear 62 from the standing angle of the aerodynamic brake plate and the assist torque generated in the first swing shaft 41 and the first balance gear 42. It is a graph which shows the example of measurement of the standing torque subtracted.

  The first aerodynamic brake plate 4 “takes” the traveling wind because the first aerodynamic brake plate 4 is directed toward the wind of the traveling wind and tilts in the opposite direction to the traveling wind. Therefore, the assist drag D1 generated in the first aerodynamic brake plate 4 increases as the aerodynamic brake plate rises. On the other hand, the second aerodynamic brake plate 6 “takes” the traveling wind because it is directed toward the lee of the traveling wind and is inclined forward with respect to the traveling wind. Therefore, although the drag force D2 corresponding to the standing angle is always generated, the magnitude thereof is always smaller than the assist drag force D1.

  The first balance gear 42 and the second balance gear 62 try to rotate in opposite directions due to the assisting drag D1 and the resisting drag D2, but the assist generated in the first balance gear 42 as shown in the graph of FIG. The torque T1 always exceeds the resistance torque T2 of the second balance gear 62. Therefore, as shown in (iii) of FIG. 2 (2), the first swing shaft 41 and the first balance gear 42 move the second swing shaft 61 through the second balance gear 62 (toward the drawing). ) Rotate counterclockwise to promote the standing of the second aerodynamic brake plate 6. Finally, as shown in (iv) of FIG. 2 (2), the first aerodynamic brake plate 4 and the second aerodynamic brake plate 6 are displaced to the “standing posture”.

  Thus, the 1st balance gear 42 and the 2nd balance gear 62 function as a linkage means which links the 1st rocking shaft 41 and the 2nd rocking shaft 61 so that both aerodynamic brake plates may rotate in conjunction. However, as long as one of the first aerodynamic brake plate 4 and the second aerodynamic brake plate 6 is slightly lifted, the aerodynamic brake plate can stand up and operate the brake without being driven by a large actuator. it can. The railway vehicle aerodynamic brake device 2R has the first aerodynamic brake plate 4 and the second aerodynamic brake plate 6 arranged in the vehicle width direction such that one is in the assisting direction and the other is in the counteracting direction with respect to the traveling wind. Therefore, even if the traveling direction of the railway vehicle 100 is reversed, the railway vehicle aerodynamic brake device 2R functions in the same manner regardless of the traveling direction. Of course, these principles and effects are the same for the aerodynamic brake device 2L for the left railway vehicle.

[Detailed description of structure]
Now, a more detailed structure will be described.
FIG. 5 is a top external view showing a configuration example of the aerodynamic brake device 2R for a railway vehicle in a non-actuated state. FIG. 6 is a diagram showing a configuration example of the railcar aerodynamic brake device 2R in the non-actuated state, in which the first aerodynamic brake plate 4, the second aerodynamic brake plate 6 and the exterior plate 5 are not shown. is there. 7 to 9 are an AA sectional view, a BB sectional view, and a CC sectional view of FIG. 6, respectively.

  As shown in these drawings, the aerodynamic brake device 2R for railcars supports the exterior plate 5 with an exterior plate support portion 74 protruding from the upper surface of the base plate 70. The outer plate 5 and the first aerodynamic brake plate 4 and the second aerodynamic brake plate 6 in the retracted position are thinly spaced from the base plate 70 (gap space: for example, a height of about 60 to 70 mm). It contains various parts necessary for brake operation. In addition, it can be said that the aerodynamic brake device 2R for railcars has an integral unit structure including the base plate 70 and the portion above the base plate 70.

  First, paying attention to the support structure of the first aerodynamic brake plate 4 and the second aerodynamic brake plate 6, as shown in FIG. On the upper surface of the plate 70, the shaft is supported so as to be rotatable in the left-right direction. A fixing portion 40 for fixing the first aerodynamic brake plate 4 is fixed to the first swing shaft 41, and a fixing for fixing the second aerodynamic brake plate 6 is fixed to the second swing shaft 61. The part 60 is fixed.

The material and support structure of the first aerodynamic brake plate 4 and the second aerodynamic brake plate 6 are set so that the parts are not damaged and scattered even when subjected to a bird strike.
That is, the first aerodynamic brake plate 4 and the second aerodynamic brake plate 6 are made of an aluminum material, while the fixed portion 40 and the fixed portion 60 are more rigid than the first aerodynamic brake plate 4 and the second aerodynamic brake plate 6. Create with steel and bolt. Of course, the bolt strength should be able to withstand the impact of bird strike.

  As a result, even when a large bird or the like collides with the aerodynamic brake plate while traveling at high speed, the impacted aerodynamic brake plate bends from the vicinity of the upper end of the connection position with the fixed portion and absorbs the collision energy. Can be deflected diagonally backward, and damage can be limited to deformation of the aerodynamic brake plate.

  Further, a plurality of aerodynamic brake plate support portions 76 project from the outer edge portion of the base plate 70. The aerodynamic brake plate support portion 76 is in contact with the lower surface of the edge of each aerodynamic brake plate in the retracted position, supports a part of the weight of the aerodynamic brake plate, prevents fluttering of the aerodynamic brake plate due to traveling wind, and performs repair work. Occasional deformation when an operator steps on the aerodynamic brake plate is prevented.

  Further, on the upper surface of the base plate 70, a push-up cylinder 10, both rod cylinders 20, a lock mechanism 30, and a damper 50 are set for each of the first aerodynamic brake plate 4 and the second aerodynamic brake plate 6. It is installed one by one. In addition, two distributors 80 are provided for taking in and distributing pressurized working fluids for opening (standing) and closing (storage) supplied to the push-up cylinder 10 and both rod cylinders 20 from the outside of the apparatus. In addition, since the tube for allowing the working fluid connected from the distributor 80 to the push-up cylinder 10 and the rod cylinders 20 to flow therethrough can be appropriately arranged, the illustration is omitted.

A total of two push-up cylinders 10 are mounted on the left and right ends of the upper surface of the base plate 70 so as to correspond to the first aerodynamic brake plate 4 and the second aerodynamic brake plate 6, respectively.
As shown in FIGS. 6 and 7, the push-up cylinder 10 is realized by installing a double-acting single rod type air cylinder with the tip of the rod 12 facing upward. The push-up cylinder 10 is maintained in a state in which the rod 12 is housed when the brake is not operated, but the rod 12 is pushed out at the initial stage of the brake operation, and pushes up the first aerodynamic brake plate 4 and the second aerodynamic brake plate 6 from below. .

  Two rod cylinders 20 are mounted in total corresponding to the first aerodynamic brake plate 4 and the second aerodynamic brake plate 6 respectively. As shown in FIGS. 6 and 8, the double rod cylinder 20 is a double acting double rod cylinder, and the rod 22 is in the longitudinal direction of the apparatus (direction of traveling wind; the first rocking shaft 41 and the second rocking shaft 61. It is realized by installing it so that it faces the direction that intersects. In the present embodiment, the double rod cylinder 20 is an air cylinder. The rod 22 of both rod cylinders 20 will be described by referring to the rocking end side of the aerodynamic brake plate as the rod 22a on one end side and the rocking shafts 41 and 61 side as the rod 22b on the other end side.

  A contact portion 24 is provided on the rod 22b on the other end side (left side as viewed in FIG. 8). Both rod cylinders 20 of the first aerodynamic brake plate 4 can push and move an arm portion 44 provided on the peripheral portion of the first swing shaft 41 via the contact portion 24. Similarly, both rod cylinders 20 of the second aerodynamic brake plate 6 (both rod cylinders 20 in FIG. 8) have arm portions 64 provided on the peripheral portion of the second swing shaft 61 via the contact portions 24. It can be pushed and moved from the swing end side.

  Specifically, the arms 44 and 64 are positioned below the center of the swing shafts 41 and 61 when the first aerodynamic brake plate 4 and the second aerodynamic brake plate 6 are in the retracted posture and the standing posture. And it is provided so that it may approach the rod 22b on the other end side from the stowed posture to the standing posture, and away from the rod 22b on the other end side from the standing posture to the retracted posture. Considering how to reduce the thickness of the entire device while giving a sufficient shaft diameter to the swing shafts 41, 61, the swing shafts 41, 61 are located in the internal space of the device (between the base plate 70 and the exterior plate 5, It will be located in the approximate center (substantially the center in the height direction) of the gap plate space defined between the base plate 70 and the first and second aerodynamic brake plates 4 and 6 in the retracted state. Therefore, the arm portions 44 and 64 are further swung at a low position close to the base plate 70.

  On the other hand, since the length (thickness) in the height direction of the rod cylinders 20 is almost full of the internal space from the viewpoint of securing output, the height position of the shaft center of the rod 22b is inevitably in the internal space. It becomes approximately the center (approximately the center in the height direction).

  Therefore, by providing the contact portion 24 as an extension portion at a position lower than the axial center of the rod 22b, the difference in height between the axial center of the rod 22b and the arm portions 44 and 64 is absorbed, and the rod 22b is pushed. By operating, the arm portions 44 and 64 can be pushed, so that the apparatus is thinned.

  Next, paying attention to the rod 22a at one end (the rocking end side of the aerodynamic brake plate; toward FIG. 8), the lock holding by the lock mechanism 30 can be released by pushing the rod 22a. It is configured. Specifically, the lock mechanism 30 includes a hook-like hook 32 that can swing in the longitudinal direction of the apparatus, a torsion spring 34 that urges the hook in the upright direction, and a rod receiving portion that the rod 22a contacts during a push operation. 36.

  The torsion spring 34 is also called “beard spring”. During normal times, the hook 32 is maintained in an upright state by the urging force of the torsion spring 34, and is closer to the swing end of the first aerodynamic brake plate 4 and the second aerodynamic brake plate 6 on the inner side (throat side) of the hook-shaped portion. The first aerodynamic brake plate 4 and the second aerodynamic brake plate 6 are held in the retracted position by hooking lock bars 43 and 63 (see FIG. 5) suspended below the first plate.

  Next, focusing on the damper 50, as shown in FIGS. 6 and 9, the damper coupling base 52 erected on the upper surface of the base plate 70, the fixed portion 40 of the first aerodynamic brake plate 4, or the second aerodynamic brake. The fixing part 60 of the plate 6 is connected.

[Description of operation]
Next, the operation of the railway vehicle aerodynamic brake device 2R will be described.
FIGS. 10A and 10B are diagrams for explaining the unlocking operation of the locked state by the both rod cylinders 20 in the early stage of the brake operation, in which FIG. 10A is a cross-sectional view taken along line EE in FIG. 6, and FIG. 6 corresponds to a BB cross-sectional view of FIG. In order to operate the aerodynamic brake, first, the lock state by the lock mechanism 30 is released. Specifically, the rods 22a of both rod cylinders 20 are moved forward in the unlocking direction, that is, toward the rocking end of the aerodynamic brake plate. The rod 22 a pushes against the rod receiving portion 36 of the lock mechanism 30 and pushes down the hook 32. When the hook 32 is pushed down, the locked lock bars 43 and 63 are freed.

  FIGS. 11A and 11B are diagrams for explaining the pushing-up operation of the aerodynamic brake plate for operating the brake. FIG. 11A is a cross-sectional view taken along the line DD in FIG. 6, and FIG. Corresponds to -A cross section. The pushing-up operation of the aerodynamic brake plate is executed simultaneously with or immediately after the releasing operation of the locked state. In this operation, the first aerodynamic brake plate 4 and the second aerodynamic brake plate 6 in which the lock bars 43 and 63 are freed by the release operation of the previous lock state are slightly lifted by the operation of the push-up cylinder 10. In the first aerodynamic brake plate 4 in a posture inclined toward the traveling wind, the traveling wind enters from the lifted gap and starts to “catch” the traveling wind. That is, the assist torque T1 starts to be generated in the first swing shaft 41 and the first balance gear 42.

  The second aerodynamic brake plate 6 is also pushed up by the push-up cylinder 10 operated in the same manner. However, as described above, the second aerodynamic brake plate 6 “passes” the traveling wind, so that the second swing shaft 61 and the second balance gear. The resistance torque T2 generated at 62 is always lower than the assist torque T1. Then, the difference between these torques becomes the standing torque, and the first aerodynamic brake plate 4 and the second aerodynamic brake plate 6 are automatically raised. In other words, the aerodynamic brake starts to work.

  FIG. 12 is a diagram illustrating a process in which the first aerodynamic brake plate 4 and the second aerodynamic brake plate 6 are erected. FIG. 12A is a cross-sectional view taken along line FF in FIG. 6, and FIG. This corresponds to the CC cross-sectional view of FIG. When the first aerodynamic brake plate 4 and the second aerodynamic brake plate 6 start to stand up, an impact force that prompts the stand up is received by wind force. The damper 50 attenuates the impact force and suppresses a sudden rise. The first aerodynamic brake plate 4 and the second aerodynamic brake plate 6 stop swinging at a predetermined angle when the respective fixed portions 40 or the fixed portions 60 abut against the stoppers 78, and are in a fully upright state by design.

  FIG. 13 is a view for explaining an operation for returning the raised first aerodynamic brake plate 4 and second aerodynamic brake plate 6 to the original retracted posture, and is a state of a cross-sectional view taken along the line BB of FIG. It is a transition diagram. In order to return the raised first aerodynamic brake plate 4 and second aerodynamic brake plate 6 to their original retracted positions, both rod cylinders 20 are moved backward to operate the rod 22b toward the swing shafts 41 and 61. . Then, the contact portion 24 attached to the tip of the rod 22b pushes the arm portions 44 and 64 of the swing shafts 41 and 61 so that the swing shafts 41 and 61 are placed in their retracted postures. Rotate in the direction to change.

  Further, since the rod 22a at the time of backward movement is pulled, it is separated from the lock mechanism 30, and the hook 32 of the lock mechanism 30 is automatically returned to the original standing posture by the urging force of the torsion spring 34 (FIG. 13). (State (2)).

  Further, when the rod cylinder 20 continues to move backward and the first aerodynamic brake plate 4 and the second aerodynamic brake plate 6 that have stood fall down, the lock bars 43 and 63 eventually come into contact with the head of the hook 32. To do. The top surface of the hook 32 (the top surface of the claw portion) forms a slope inclined toward the swing end side of the aerodynamic brake plate. When the lowering lock bars 43 and 63 come into contact with the hook 32, the hook 32 temporarily swings in the unlocking direction (clockwise direction in FIG. 13) against the urging force of the torsion spring 34. When the first aerodynamic brake plate 4 and the second aerodynamic brake plate 6 return to the original retracted position, the lock bars 43 and 63 are lowered to the inner surface position of the claw portion of the hook 32. It automatically rises again by the urging force of the torsion spring 34 and returns to the state where the lock mechanism 30 is activated (the state shown in FIG. 13 (3)).

  If the control is continued so that air is continuously supplied to both rod cylinders 20 in the backward movement direction, the first rocking shaft 41 and the second rocking shaft 61 rotate in the standing direction. Thus, a double lock is realized together with the lock mechanism 30.

  As described above, according to the present embodiment, the double-action double rod cylinder 20 can execute the two operations of the lock mechanism releasing operation and the operation of returning the standing aerodynamic brake plate to the original retracted posture. Therefore, it is possible to reduce the number of parts and reduce the weight, thickness and price of the device.

  Further, in order to generate an actuation force for returning the standing aerodynamic brake plate to the original retracted position by the motor, the motor itself must be enlarged or a speed reduction mechanism must be used. In the first place, a motor and a speed reduction mechanism are unnecessary.

  Since the unlocking operation and the posture changing operation to the retracted posture of the aerodynamic brake plate can be realized without using a coil spring or a torsion spring, the environment resistance performance is further improved and the operational stability over time is further improved. Can be improved.

  In addition, by adopting an air cylinder for the mechanism of first lifting the aerodynamic brake plate in the early stage of braking operation, it is possible to secure operational stability and improve reliability compared to lifting with a spring.

[Modification]
The embodiment to which the present invention is applied has been described above. However, the embodiment of the present invention is not limited to this, and additions, omissions, and modifications of components are appropriately made without departing from the spirit of the invention. Can do.

For example, in the above embodiment, the forward movement of the rods 22 of both rod cylinders 20 may be used not only for releasing the locked state by the lock mechanism 30 but also for pushing up the aerodynamic brake plate.
Specifically, like the contact portion 24B shown in FIG. 14, a notch portion 25 is provided at the tip, and both inner surfaces of the notch portion 25 (inner front and rear direction inner surfaces: forward / reverse direction of traveling wind) Of the first swing shaft 41 and the arm portion 64 of the second swing shaft 61.

  Then, as shown in FIG. 14A, when the brake is not operated, one inner surface of the notch portion 25 is brought into contact with the arm portions 44 and 64 while the aerodynamic brake plate is retracted. At this time, if air is supplied to the rod cylinders 20 so that a constant operating force is generated in the backward movement direction, the first rocking shaft 41 and the second rocking shaft 61 are prevented from rotating in the standing direction. A double lock can be realized together with the lock mechanism 30.

  At the initial stage of the brake operation, as shown in FIG. 14 (2), both rod cylinders 20 are moved forward so as to push the rod 22a to release the lock mechanism 30 (first stage forward movement). Subsequently, as shown in FIG. 14 (3), if the second stage of forward movement is performed, the other inner surface of the cutout portion 25 is brought into contact with the arm portions 44 and 64 by the pulling operation of the rod 22b. The arms 44 and 64 can be attracted in the forward movement direction to assist in pushing up the first aerodynamic brake plate 4 and the second aerodynamic brake plate 6.

  According to this configuration, the push-up cylinder 10 can be changed to a smaller model with a lower output, or the push-up cylinder 10 can be omitted to further reduce the weight and cost of the device.

  Moreover, in the said embodiment, although the working fluid of the raising cylinder 10 and the both rod cylinders 20 was implement | achieved with the air cylinder, the working fluid may be another fluid. For example, the working fluid may be oil, and both cylinders may be realized by hydraulic cylinders.

2 ... Aerodynamic brake device for railcars 2L ... Aerodynamic brake device for railcars for left side 2R ... Aerodynamic brake device for railcars for right side 4 ... First aerodynamic brake plate 5 ... Exterior plate 6 ... Second aerodynamic brake plate 10 ... Push-up Cylinder 12 ... Rod 20 ... Both rod cylinders 22a, 22b, 22 ... Rod 24 ... Abutting portion 25 ... Notch 30 ... Lock mechanism 32 ... Hook 34 ... Torsion spring 36 ... Rod receiving portion 40 ... Fixed portion 41 ... First Oscillating shaft 42 ... first balance gear 44 ... arm portion 50 ... damper 60 ... fixed portion 61 ... second oscillation shaft 62 ... second balance gear 64 ... arm portion 70 ... base plate 80 ... distributor 100 ... railway vehicle

Claims (4)

Two aerodynamic brake plates are arranged side by side in the crossing direction with respect to the traveling wind so that one standing direction is the forward direction with respect to the traveling wind and the other standing direction is the reverse direction. A railroad vehicle aerodynamic brake device in which a drag force generated in the one aerodynamic brake plate by being connected by a gear mechanism is transmitted via the gear mechanism to cause the other aerodynamic brake plate to stand up together,
A lock mechanism for holding the aerodynamic brake plate in the retracted position in the retracted position;
An arm portion provided on a peripheral portion of the swing shaft;
When the rod moves forward, one of the rods pushes to release the holding by the locking mechanism, and when the rod moves backward, the other rod pushes to push the arm portion and retract the aerodynamic brake plate. A double-acting double rod cylinder that rotates the drive shaft;
An aerodynamic brake device for railway vehicles equipped with The arm portion is positioned below the center of the swing shaft in both the retracted posture and the standing posture of the aerodynamic brake plate, and approaches the other rod as the retracted posture changes from the retracted posture, Provided to move away from the other rod as the standing posture is changed to the retracted posture,
The tip of the other rod is provided with an abutting portion for abutting on the arm during the backward movement.
The aerodynamic brake device for a railway vehicle according to claim 1. A push-up cylinder that pushes up the aerodynamic brake plate after the release of the lock mechanism, promotes the entry of traveling wind under the plate, and promotes the generation of drag at the initial stage of brake operation;
The aerodynamic brake device for railway vehicles according to claim 1 or 2, further comprising: A base plate,
An exterior plate supported at a position continuous with the outer surface of the aerodynamic brake plate in the retracted position;
The swing shaft, the lock mechanism, and the double-acting double rod cylinder are built in a gap space between the aerodynamic brake plate and the exterior plate and the base plate in the retracted posture. The aerodynamic brake device for a railway vehicle according to any one of claims 1 to 3.

Images