JP3463004B2 - Railway vehicle cooling system - Google Patents
Railway vehicle cooling systemInfo
- Publication number
- JP3463004B2 JP3463004B2 JP19714599A JP19714599A JP3463004B2 JP 3463004 B2 JP3463004 B2 JP 3463004B2 JP 19714599 A JP19714599 A JP 19714599A JP 19714599 A JP19714599 A JP 19714599A JP 3463004 B2 JP3463004 B2 JP 3463004B2
- Authority
- JP
- Japan
- Prior art keywords
- duct
- reactor
- blower
- oil cooler
- vehicle
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
Landscapes
- Electric Propulsion And Braking For Vehicles (AREA)
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、鉄道車両用冷却装
置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a railway vehicle cooling device.
【０００２】[0002]
【従来の技術】図８は、従来の鉄道車両用冷却装置が車
両の床下に取り付けられた状態を示す平面図で、平行な
一点鎖線は車両の両側の側板を示し、左右方向が走行方
向、すなわち前後方向が車側方向で、冷却対象として、
変圧器用の油冷却器とリアクトルの場合を示す。2. Description of the Related Art FIG. 8 is a plan view showing a state in which a conventional railroad vehicle cooling device is installed under the floor of a vehicle. Parallel dashed lines indicate side plates on both sides of the vehicle, and a left-right direction is a traveling direction. That is, the front-back direction is the vehicle side direction, and as the cooling target,
The case of an oil cooler for a transformer and a reactor is shown.
【０００３】図８において、図示しないパンタグラフか
ら受電する交流電源に接続されるリアクトル７Ｃには、
円錐台状のたわみ風道４Ｃの大径側が接続され、このた
わみ風道４Ｃの小径側にエアーフィルタ９Ｂ付の送風機
３Ｃが接続され、これらのリアクトル７Ｃと送風機３Ｃ
は、車両の床下の空間を有効に活用するために車側方向
に配置されて床下に懸架されている。In FIG. 8, a reactor 7C connected to an AC power source that receives power from a pantograph (not shown) is
The large-diameter side of the frustoconical flexible wind passage 4C is connected, and the blower 3C with an air filter 9B is connected to the small-diameter side of the flexible wind passage 4C, and these reactor 7C and blower 3C are connected.
Are arranged in the vehicle side direction and suspended under the floor in order to effectively utilize the space under the floor of the vehicle.
【０００４】これらのリアクトル７Ｃ及び送風機３Ｃの
右側には、リアクトル７Ｃの二次側に一次側が接続され
て所定の低い電圧に変える変圧器の冷却油を冷却する油
冷却器５Ｃが配置され、この油冷却器５Ｃにも円筒状の
たわみ風道４Ｄを介してエアーフィルタ９Ｃ付のやや大
形の送風機３Ｄが接続され、同じく車両の床下に懸架さ
れている。On the right side of the reactor 7C and the blower 3C, an oil cooler 5C for cooling the cooling oil of the transformer whose primary side is connected to the secondary side of the reactor 7C and which changes to a predetermined low voltage is arranged. The oil cooler 5C is also connected to a slightly large blower 3D with an air filter 9C via a cylindrical flexible wind passage 4D and is also suspended under the floor of the vehicle.
【０００５】このように車両の床下に懸架された油冷却
器５Ｃやリアクトル７Ｃなどの電機品を送風機３Ｃ，３
Ｄで冷却する鉄道車両用冷却装置においては、矢印Ｄ１
で示す外気は、送風機３Ｃによってたわみ風道４Ｃから
リアクトル７Ｃの内部に送り込まれ、車両の反対側に矢
印Ｄ２で示すように排出される。In this way, electrical equipment such as the oil cooler 5C and the reactor 7C suspended under the floor of the vehicle is blower 3C, 3C.
In the railway vehicle cooling device that cools at D, the arrow D1
The outside air indicated by is sent into the inside of the reactor 7C from the flexible wind passage 4C by the blower 3C, and is discharged to the opposite side of the vehicle as shown by the arrow D2.
【０００６】同様に、右側の矢印Ｄ３で示す外気は、送
風機３Ｄによって風道４Ｃから油冷却器５Ｃに送り込ま
れ、矢印Ｄ３で示すように排出される。このうち、リア
クトル７Ｃを冷却する送風機３Ｃは、例えば長距離列車
である新幹線では、リアクトル７Ｃの設計仕様に対応し
て定格が40ｍ3 ／min ・20mmAg（電動機定格約0.3 Kw）
で、送風機３Ｄには、100 ｍ3 ／min ・60mmAg（電動機
定格約２Kw）の定格の物が採用されている。Similarly, the outside air indicated by the arrow D3 on the right side is sent from the air passage 4C to the oil cooler 5C by the blower 3D and is discharged as indicated by the arrow D3. Of these, the blower 3C that cools the reactor 7C has a rating of 40 m 3 / min · 20 mmAg (motor rating of about 0.3 Kw) in the Shinkansen, which is a long-distance train, corresponding to the design specifications of the reactor 7C.
The blower 3D has a rating of 100 m 3 / min · 60 mmAg (motor rating about 2 Kw).
【０００７】ところで、鉄道車両では、高速化で主電動
機や変圧器，リアクトルなどの電機品の容量も増え、こ
の大容量化する電機品の内部の絶縁樹脂の特性を維持
し、長期に亘って寿命を保証するために、前述したよう
な送風機による強制通風冷却が採用される。By the way, in railway vehicles, the capacity of electric machines such as main motors, transformers, and reactors increases due to the increase in speed, and the characteristics of the insulating resin inside the electric machines of increasing capacity are maintained for a long period of time. In order to guarantee the life, forced draft cooling by the blower as described above is adopted.
【０００８】一方では、この送風機は、前述した車両の
高速化のためと収納する床下の空間の制約と保守・点検
の面で小形・軽量化と数を減らすことが要求され、さら
に、環境面で低騒音化が要請される。そのため、図９に
示すような鉄道車両用冷却装置も採用されている。[0008] On the other hand, this blower is required to be small in size and light in weight and to be reduced in number in order to speed up the vehicle as described above, in terms of the space under the floor to be stored, and in maintenance and inspection. Therefore, low noise is required. Therefore, a railway vehicle cooling device as shown in FIG. 9 is also adopted.
【０００９】すなわち、車両の車側方向の図９において
手前側には、エアーフィルタ９Ａ付の大形の送風機３Ｅ
が４本の取付足11Ｃを介して車両１の床下に懸架され、
この送風機３Ｅには、蛇腹状のたわみ風道４Ａの片側が
接続されている。That is, a large blower 3E with an air filter 9A is provided on the front side in FIG. 9 in the vehicle side direction of the vehicle.
Is suspended under the floor of the vehicle 1 via the four mounting feet 11C,
One side of a bellows-shaped flexible wind passage 4A is connected to the blower 3E.
【００１０】このたわみ風道４Ａの他側には、大形の油
冷却器５Ｄの片側が接続され、この油冷却器５Ｄの他側
には、つなぎ風道４Ｅを介してリアクトル７Ｄが直列に
接続されている。この結果、油冷却器５Ｄとリアクトル
７Ｄは、共通の送風機３Ｅで冷却され、送風機の数の減
少の要請に応えている。One side of a large oil cooler 5D is connected to the other side of the flexible wind passage 4A, and a reactor 7D is connected in series to the other side of the oil cooler 5D via a connecting wind passage 4E. It is connected. As a result, the oil cooler 5D and the reactor 7D are cooled by the common blower 3E, which meets the demand for a reduction in the number of blowers.
【００１１】[0011]
【発明が解決しようとする課題】ところが、このように
構成された鉄道車両用冷却装置においては、送風機３Ｅ
は、冷却対象となる油冷却器５Ｄとリアクトル７Ｄの容
量が図８で示した油冷却器５Ｃとリアクトル７Ｃと同一
としても、大形となって、定格が100 ｍ3 ／min・185 m
mAgとなり、電動機の容量が６Kwとなる。However, in the railway vehicle cooling device thus configured, the blower 3E is used.
Even if the capacity of the oil cooler 5D and the reactor 7D to be cooled is the same as the oil cooler 5C and the reactor 7C shown in FIG. 8, the size is large and the rating is 100 m 3 / min ・ 185 m
It becomes mAg, and the capacity of the motor becomes 6Kw.
【００１２】すると、図８で示した鉄道車両用冷却装置
においては、送風機３Ｃの電動機の定格は0.3 Kw、送風
機３Ｄの電動機の定格は２kWで、合計2.3 kWを要した
が、送風機を共通とすることで取付空間の縮小を図るこ
とはできるが、２倍以上の容量となる。Then, in the railway vehicle cooling device shown in FIG. 8, the fan 3C has a motor rating of 0.3 Kw and the fan 3D has a motor rating of 2 kW, which requires a total of 2.3 kW. By doing so, the mounting space can be reduced, but the capacity is doubled or more.
【００１３】この結果、騒音が増えるだけでなく、所要
エネルギーも増えるので、時代の趨勢である省エネルギ
ーに逆行する。そこで、本発明の目的は、小形・軽量化
と省エネルギーを図ることのできる鉄道車両用冷却装置
を得ることである。As a result, not only the noise increases but also the required energy increases, which goes against the energy saving trend of the times. Therefore, an object of the present invention is to obtain a railway vehicle cooling device that can be reduced in size and weight and can save energy.
【００１４】[0014]
【課題を解決するための手段】請求項１に記載の発明の
鉄道車両用冷却装置は、車両の床下の片側に懸架された
送風機と、この送風機の車側方向の下流側にたわみ風道
を介して連結された変圧器用の油冷却器と、この油冷却
器の下流側に連結され主流ダクトと分流ダクトで構成さ
れる分流風道と、この分流風道の下流側に連結されたリ
アクトル箱と、前記分流ダクトの下流側にたわみ風道を
介して接続された抵抗器収納箱を備えたことを特徴とす
る。According to a first aspect of the present invention, there is provided a cooling device for a railroad vehicle, which comprises a blower suspended on one side of an underfloor of a vehicle and a flexible wind passage downstream of the blower in a vehicle side direction. The oil cooler for the transformer, which is connected via the oil cooler, the shunt air duct connected to the downstream side of the oil chiller and composed of the mainstream duct and the shunt duct, and the reactor box connected to the downstream side of the shunt air duct. And a flexible wind passage on the downstream side of the diversion duct.
Characterized by having a resistor storage box connected via
It
【００１５】請求項２に記載の発明は、請求項１に記載
の鉄道車両用冷却装置において、前記分流ダクトを、円
筒状の前記主流ダクトの外周に断面三角形に形成したこ
とを特徴とする。 The invention as defined in claim 2 is as set forth in claim 1.
In the cooling device for railway vehicles ,
It is characterized in that it is formed in a triangular cross section on the outer circumference of the cylindrical mainstream duct .
【００１６】このような手段によって、請求項１に対応
する発明では、送風機の定格をリアクトルの冷却風量よ
り大なる油冷却器の冷却風量とし、分流ダクトの冷却風
量は、送風機の定格とリアクトルの定格の差として、上
流側と下流側の異なる風量の機器を共通の送風機で冷却
する。特に、請求項３に対応する発明では、主流ダクト
の外周に形成した断面三角形の分流ダクトで、車両の床
下の空間の利用率を上げる。By such means, in the invention corresponding to claim 1, the rating of the blower is set to the cooling air volume of the oil cooler larger than the cooling air volume of the reactor, and the cooling air volume of the shunt duct is set to the rating of the blower and the reactor. As a difference in rating, equipment with different air volumes on the upstream side and the downstream side are cooled by a common blower. In particular, in the invention corresponding to claim 3, the utilization ratio of the space under the floor of the vehicle is increased by the shunt duct having a triangular cross section formed on the outer periphery of the mainstream duct.
【００１７】[0017]
【発明の実施の形態】以下、本発明の鉄道車両用冷却装
置の一実施形態を図面を参照して説明する。図１は、本
発明の鉄道車両用冷却装置の第１の実施形態を示す図
で、従来の技術で示した図９に対応し、請求項１に対応
する図である。また、図２は図１のＡ−Ａ断面図であ
る。BEST MODE FOR CARRYING OUT THE INVENTION An embodiment of a railway vehicle cooling device of the present invention will be described below with reference to the drawings. FIG. 1 is a diagram showing a first embodiment of a railway vehicle cooling device of the present invention, and is a diagram corresponding to FIG. 9 shown in the prior art and corresponding to claim 1. 2 is a sectional view taken along the line AA of FIG.
【００１８】図１及び図２において、従来の技術で示し
た図９と異なるところは、変圧器用の油冷却器とリアク
トルの間に対して、つなぎ風道の代りに分流風道を接続
したことで、他は、図９とほぼ同一である。In FIGS. 1 and 2, the difference from FIG. 9 shown in the prior art is that a split air passage is connected between the oil cooler for the transformer and the reactor instead of the connecting air passage. Others are almost the same as in FIG.
【００１９】すなわち、車両１の床板１ｃの図１におい
て右側には、四組の防振ゴム12がボルトを介して床板１
ｃの上下に設けられている。二組の防振ゴム12には、送
風機３Ａが上端に突設されたＬ字形の取付足11Ｂを介し
て懸架されている。送風機３Ａの右側には、エアーフィ
ルタ９Ａが複数のボルトで連結されている。That is, on the right side of the floor plate 1c of the vehicle 1 in FIG. 1, four sets of anti-vibration rubbers 12 are attached via the bolts to the floor plate 1c.
It is provided above and below c. A blower 3A is suspended on the two sets of anti-vibration rubbers 12 via L-shaped mounting legs 11B protruding from the upper end. An air filter 9A is connected to the right side of the blower 3A with a plurality of bolts.
【００２０】送風機３Ａの左端には、図９で示したたわ
み風道４Ａと同一品のたわみ風道４Ａが複数のボルトで
連結され、このたわみ風道４Ａの左側には、図９で示し
た油冷却器５Ｄと外径が同一の油冷却器５Ａが複数のボ
ルトで、同一軸心線上に連結されている。At the left end of the blower 3A, a flexible wind passage 4A, which is the same as the flexible wind passage 4A shown in FIG. 9, is connected by a plurality of bolts, and the left side of the flexible wind passage 4A is shown in FIG. An oil cooler 5A having the same outer diameter as the oil cooler 5D is connected to the same axis center line by a plurality of bolts.
【００２１】この油冷却器５Ａは、上端の外周に下端が
溶接された図１においてはＬ字形の一対の取付足11Ａを
介して、車両１の床板１ｃの下面の中央部にボルトで懸
架されている。この油冷却器５Ａの更に左端には、Ａ−
Ａ断面の図２の拡大詳細図に示す分流風道６Ａが複数の
ボルトで接続されている。The oil cooler 5A is suspended by a bolt from the center of the lower surface of the floor plate 1c of the vehicle 1 through a pair of L-shaped mounting feet 11A of FIG. ing. At the left end of this oil cooler 5A, A-
The split airflow passage 6A shown in the enlarged detailed view of FIG. 2 in the A section is connected with a plurality of bolts.
【００２２】この分流風道６Ａは、図２において左右に
対して、下端に排気口を形成する分流ダクト６ｂ１，６
ｂ２が垂設され、左右の分流ダクト６ｂ１，６ｂ２の間
に対して、図１において右側から左側に冷却空気が貫流
する主流ダクト６ａを形成している。The diversion air passage 6A has diversion ducts 6b1 and 6b1 which form an exhaust port at the lower end with respect to the left and right in FIG.
b2 is vertically installed to form a mainstream duct 6a through which cooling air flows from the right side to the left side in FIG. 1 between the left and right branch ducts 6b1 and 6b2.
【００２３】この分流風道６Ａの更に左側には、図９で
示したリアクトル７Ｄと外径が同一のリアクトル７Ａが
複数のボルトで連結され、このリアクトル７Ａも、図１
においてはＬ字形の一対の取付足11Ａを介して右側の油
冷却器５Ａと同様に車両１の床板１ｃにボルトで懸架さ
れている。A reactor 7A having the same outer diameter as that of the reactor 7D shown in FIG. 9 is connected by a plurality of bolts on the further left side of the split airflow passage 6A, and this reactor 7A is also shown in FIG.
In the same manner, it is suspended by bolts on the floor plate 1c of the vehicle 1 through a pair of L-shaped mounting feet 11A, similarly to the oil cooler 5A on the right side.
【００２４】このリアクトル７Ａの左端には、図９で示
した排気風道10Ａと同一品の排気風道10Ａが複数のボル
トで連結され、この排気風道10Ａの内部に設けられた案
内板10ａは、図１において左側が下向きに傾斜してい
る。At the left end of the reactor 7A, an exhaust air passage 10A which is the same as the exhaust air passage 10A shown in FIG. 9 is connected by a plurality of bolts, and a guide plate 10a provided inside the exhaust air passage 10A. 1 is inclined downward on the left side in FIG.
【００２５】なお、車両１の床板１ｃの左側には、車両
の側板１ａが一点鎖線で示され、右側にも側板１ｂが示
されている。また、連結された風道の下側には、軌道に
敷設された一対のレール２が一点鎖線で示されている。The side plate 1a of the vehicle is shown on the left side of the floor plate 1c of the vehicle 1 by a chain line, and the side plate 1b is also shown on the right side. Further, a pair of rails 2 laid on the track is shown by a chain line below the connected wind passages.
【００２６】このように構成された鉄道車両用冷却装置
においては、図１において右側の矢印Ｂ１に示すように
エアーフィルタ９Ａから送風機３Ａで吸入された冷却空
気は、矢印Ｂ２に示すように、たわみ風道４Ａを経てそ
の下流側の油冷却器５Ａに送り込まれ、油冷却器６Ａの
主流ダクト６ａを経てリアクトル７Ａに流入し、分流ダ
クト６ｂ１，６ｂ２と排気風道10Ａから排出される。In the railway vehicle cooling device thus constructed, the cooling air sucked by the blower 3A from the air filter 9A as shown by the arrow B1 on the right side in FIG. 1 is bent as shown by the arrow B2. It is sent to the oil cooler 5A on the downstream side through the air passage 4A, flows into the reactor 7A via the mainstream duct 6a of the oil cooler 6A, and is discharged from the flow dividing ducts 6b1 and 6b2 and the exhaust air passage 10A.
【００２７】図３は、このように直列に接続された油冷
却器５Ａ及びリアクトル７Ａと、このリアクトル７Ａと
並列に接続された分流ダクト６ｂ１，６ｂ２を通過する
冷却空気の圧力損失を電気回路の抵抗に置き換えて示し
た接続図である。FIG. 3 shows the pressure loss of the cooling air passing through the oil cooler 5A and the reactor 7A connected in series as described above and the diversion ducts 6b1 and 6b2 connected in parallel with the reactor 7A in the electric circuit. It is the connection diagram replaced and shown with resistance.
【００２８】図３において、左側の抵抗を示す符号ｒ１
は、油冷却器５Ａの定格100 ｍ3 ／min ・60mmAgに相当
し、符号ｒ２はリアクトル７Ａの定格40ｍ3 ／min ・20
mmAgに相当し、符号ｒ３は分流ダクト６ｂ１，６ｂ２の
合計の定格に相当する。この結果、分流ダクト６ｂ１，
６ｂ２の設計値は、60ｍ3 ／min ・30mmAgとなり、送風
機３Ａの定格は、100 ｍ3 ／min ・112 mmAgとなる。In FIG. 3, reference numeral r1 indicating the resistance on the left side.
Is equivalent to the rating of 100 m 3 / min · 60 mmAg of the oil cooler 5A, and the symbol r2 is the rating of 40 m 3 / min · 20 of the reactor 7A.
It corresponds to mmAg, and the symbol r3 corresponds to the total rating of the diversion ducts 6b1 and 6b2. As a result, the diversion duct 6b1,
The design value of 6b2 is 60 m 3 / min · 30 mmAg, and the rating of the blower 3A is 100 m 3 / min · 112 mmAg.
【００２９】すると、この送風機３Ａの駆動用電動機の
容量は、約3.6 Kwとなるので、図８で示した油冷却器５
Ｃとリアクトル７Ｃを個別に冷却する場合の電動機の定
格の合計値の2.3 Kwは超えるが、図９で示した送風機の
６Kwと比べると約60％の定格となる。Then, since the capacity of the drive motor of the blower 3A becomes about 3.6 Kw, the oil cooler 5 shown in FIG.
Although the total value of the motor ratings for cooling C and reactor 7C individually exceeds 2.3 Kw, the rating is about 60% compared to 6 Kw for the blower shown in Fig. 9.
【００３０】したがって、電動機を含めた送風機３Ａの
小形・軽量化を図ることができるだけでなく、ファンで
発生する騒音を減らすこともでき、保守・点検に要する
時間を短縮することもできる。Therefore, not only can the blower 3A including the electric motor be reduced in size and weight, but also the noise generated by the fan can be reduced and the time required for maintenance and inspection can be shortened.
【００３１】図４は、本発明の鉄道車両用冷却装置の第
２の実施形態を示す平面図で、請求項２に対応し、従来
の技術で示した図９に対応し、この図９と同様に車両の
床板の下面から下側を見た図を示す。また、図５は図４
の前面図を示す。FIG. 4 is a plan view showing a second embodiment of the railway vehicle cooling device of the present invention, which corresponds to claim 2 and corresponds to FIG. 9 shown in the prior art. Similarly, the figure which looked at the lower side from the lower surface of the floor plate of a vehicle is shown. In addition, FIG.
FIG.
【００３２】図４及び図５において、従来の技術で示し
た図９と異なるところは、油冷却器５Ｂとリアクトル７
Ｂとの間の分流風道６Ｂから排出される冷却空気を直流
の主電動機を制御する抵抗器を収納する抵抗器箱に供給
したことである。4 and 5, the difference from FIG. 9 shown in the prior art is that the oil cooler 5B and the reactor 7 are different.
That is, the cooling air discharged from the shunt air passage 6B with respect to B is supplied to the resistor box that houses the resistor that controls the DC main motor.
【００３３】すなわち、油冷却器５Ｂとリアクトル７Ｂ
とを接続する分流風道６Ｂの片側から下側に向けて垂設
された分流ダクト６ｃ１には、小形のたわみ風道４Ｂを
介してリアクトル７Ｂの両側の抵抗器箱８Ａ，８Ｂに供
給している。That is, the oil cooler 5B and the reactor 7B
In the shunt duct 6c1 which is hung vertically from one side of the shunt airway 6B that connects with and is supplied to the resistor boxes 8A and 8B on both sides of the reactor 7B through the small flexible airway 4B. There is.
【００３４】このように構成された鉄道車両用冷却装置
においては、前述した第１の実施形態においては外部に
排出した冷却空気を、左右合計で60ｍ3 ／min ・30mmAg
程度に設計した抵抗器箱８Ａ，８Ｂに接続することで、
送風機３Ｂの定格を変えることなく冷却することができ
る。In the railway vehicle cooling device thus configured, in the first embodiment described above, the cooling air discharged to the outside is 60 m 3 /min.30 mmAg in total on the left and right sides.
By connecting to the resistor boxes 8A and 8B designed to the extent,
The blower 3B can be cooled without changing the rating.
【００３５】図６は、本発明の鉄道車両用冷却装置の第
３の実施形態を示す横断面図で、図１及び図２に対応
し、請求項３に対応する図、図７は図６のＢ−Ｂ断面図
である。FIG. 6 is a transverse sectional view showing a third embodiment of the railway vehicle cooling device of the present invention, which corresponds to FIGS. 1 and 2 and corresponds to claim 3, and FIG. 7 is shown in FIG. FIG.
【００３６】図６及び図７において、図１及び図２と異
なるところは、分流風道とリアクトルの内部の冷却流路
の構成である。すなわち、送風機３Ａの左側に接続され
た分流風道６Ｃには、円錐台状の筒形の仕切り４ａが同
軸に設けられ、この仕切り４ａの外側に環状の分流ダク
ト４ｂを形成している。In FIGS. 6 and 7, what differs from FIGS. 1 and 2 is the configuration of the cooling air passage inside the branch air passage and the reactor. That is, a conical trapezoidal cylindrical partition 4a is coaxially provided in the diversion air passage 6C connected to the left side of the blower 3A, and an annular diversion duct is provided outside the partition 4a.
Forming a door 4b.
【００３７】一方、リアクトル７Ｃの内部にも円筒状の
仕切り７ａが同軸に設けられ、この仕切り７ａの内部の
主流ダクトには冷却対象としてのリアクトル本体が収納
され、仕切り７ａの外側には、図７においては略三角形
の４本の分流ダクト７ｂを形成している。ここで、分流
ダクト７ｂの冷却空気の風量と圧力損失の合計は、図１
及び図２で示した分流風道６Ａと同様に60ｍ3 ／min/・
30mmAgとなっている。On the other hand, a cylindrical partition 7a is coaxially provided inside the reactor 7C .
The main body duct accommodates the reactor body to be cooled, and four branch ducts 7b, which are substantially triangular in FIG. 7, are formed outside the partition 7a. Where the shunt
The total amount of cooling air in the duct 7b and the pressure loss are shown in FIG.
And similarly to the shunt air duct 6A shown in FIG. 2 60m3 / min / ·
It is 30mmAg.
【００３８】このように分流ダクト７ｂが構成された鉄
道車両用冷却装置においては、リアクトル７Ｃの外周の
横断面形状をほぼ正方形とすることで、車両の床下の占
有空間を有効に利用することができるので、他の電機品
を含めて床下の配置の制約が減少し、配置の設計が容易
となる利点がある。In the railway vehicle cooling device having the shunt duct 7b as described above, the occupied space under the floor of the vehicle can be effectively used by making the cross-sectional shape of the outer periphery of the reactor 7C substantially square. Therefore, there is an advantage that the restriction of the underfloor arrangement including other electric devices is reduced and the arrangement design is facilitated.
【００３９】[0039]
【発明の効果】請求項１に対応する発明によれば、車両
の床下の片側に懸架された送風機と、この送風機の車側
方向の下流側にたわみ風道を介して連結された変圧器用
の油冷却器と、この油冷却器の下流側に連結され主流ダ
クトと分流ダクトで構成される分流風道と、この分流風
道の下流側に連結されたリアクトル箱とを備え、送風機
の定格をリアクトルの冷却風量より大なる油冷却器の冷
却風量とし、分流ダクトの冷却風量は、送風機の定格と
リアクトルの定格の差として、上流側と下流側の異なる
風量の機器を共通の送風機で冷却したので、小形・軽量
化と省エネルギーを図ることのできる鉄道車両用冷却装
置を得ることができる。According to the invention corresponding to claim 1, the fan is suspended on one side of the underfloor of the vehicle, and the transformer is connected to the fan on the downstream side in the vehicle side direction through the flexible wind passage. It is equipped with an oil cooler, a shunt air duct connected to the downstream side of this oil chiller and consisting of a mainstream duct and a shunt duct, and a reactor box connected to the downstream side of this shunt air duct. The cooling air volume of the oil cooler is larger than the cooling air volume of the reactor, and the cooling air volume of the shunt duct is the difference between the fan rating and the reactor rating, and the equipment with different air volumes on the upstream side and the downstream side is cooled by a common fan. Therefore, it is possible to obtain a railway vehicle cooling device that can be reduced in size and weight and can save energy.
【００４０】請求項３に対応する発明によれば、分流ダ
クトを円筒状の主流ダクトの外周に断面三角形に形成す
ることで、主流ダクトの外周に形成した断面三角形の分
流ダクトで、車両の床下の空間の利用率を上げたので、
小形・軽量化と省エネルギーを図ることのでき、床下の
機器の配置を容易にすることのできる鉄道車両用冷却装
置を得ることができる。According to the third aspect of the invention, the diversion duct is formed on the outer circumference of the cylindrical main flow duct so as to have a triangular cross section. Since the utilization rate of the space of
It is possible to obtain a cooling device for a railway vehicle that can reduce the size and weight, save energy, and facilitate the arrangement of equipment under the floor.
【図１】本発明の鉄道車両用冷却装置の第１の実施形態
を示す図。FIG. 1 is a diagram showing a first embodiment of a railway vehicle cooling device of the present invention.
【図２】図１のＡ−Ａ断面拡大図。FIG. 2 is an enlarged cross-sectional view taken along the line AA of FIG.
【図３】本発明の鉄道車両用冷却装置の作用を示す説明
図。FIG. 3 is an explanatory view showing the action of the railway vehicle cooling device of the present invention.
【図４】本発明の鉄道車両用冷却装置の第２の実施形態
を示す平面図。FIG. 4 is a plan view showing a second embodiment of the railway vehicle cooling device of the present invention.
【図５】図４の前面図。5 is a front view of FIG.
【図６】本発明の鉄道車両用冷却装置の第３の実施形態
を示す部分横断面図。FIG. 6 is a partial lateral cross-sectional view showing a third embodiment of the railway vehicle cooling device of the present invention.
【図７】図６のＢ−Ｂ断面図。7 is a sectional view taken along line BB of FIG.
【図８】従来の鉄道車両用冷却装置の一例を示す平面
図。FIG. 8 is a plan view showing an example of a conventional railway vehicle cooling device.
【図９】従来の鉄道車両用冷却装置の図８と異なる一例
を示す平面図。FIG. 9 is a plan view showing an example of a conventional railway vehicle cooling device different from FIG. 8.
１…車両、２…レール、３Ａ，３Ｂ，３Ｃ，３Ｄ，３Ｅ
…送風機、４Ａ，４Ｂ，４Ｃ，４Ｄ…たわみ風道、４Ｅ
…つなぎ風道、５Ａ，５Ｂ，５Ｃ，５Ｄ…油冷却器、６
Ａ，６Ｂ…分流風道、６ａ…主流ダクト、６ｂ１，６ｂ
２…分流ダクト、７Ａ，７Ｂ，７Ｃ，７Ｄ…リアクト
ル、８Ａ，８Ｂ…抵抗器箱、９Ａ，９Ｂ，９Ｃ…エアー
フィルタ、10Ａ，10Ｂ…排気風道、11Ａ，11Ｂ…取付
足、12…防振ゴム。1 ... Vehicle, 2 ... Rail, 3A, 3B, 3C, 3D, 3E
... Blower, 4A, 4B, 4C, 4D ... Flexible wind passage, 4E
... Connecting wind passage, 5A, 5B, 5C, 5D ... Oil cooler, 6
A, 6B ... Divergence wind passage, 6a ... Mainstream duct, 6b1, 6b
2 ... Dividing duct, 7A, 7B, 7C, 7D ... Reactor, 8A, 8B ... Resistor box, 9A, 9B, 9C ... Air filter, 10A, 10B ... Exhaust air passage, 11A, 11B ... Mounting foot, 12 ... Prevention Vibration rubber.
───────────────────────────────────────────────────── フロントページの続き (72)発明者 長谷部 寿郎 東京都港区芝浦一丁目１番１号 株式会 社東芝 本社事務所内 (72)発明者 渡邊 徳清 東京都府中市東芝町１番地 株式会社東 芝 府中工場内 (56)参考文献 特開 昭59−23764（ＪＰ，Ａ) 特開 平８−271104（ＪＰ，Ａ) 特開 昭52−22208（ＪＰ，Ａ) 特開 平２−194597（ＪＰ，Ａ) 実開 昭61−20469（ＪＰ，Ｕ) 実公 昭48−19682（ＪＰ，Ｙ１) (58)調査した分野(Int.Cl.7，ＤＢ名) B61C 17/00 B61C 3/00 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Juro Hasebe 1-1-1, Shibaura, Minato-ku, Tokyo Inside the Toshiba head office (72) Shiba Fuchu Factory (56) Reference JP 59-23764 (JP, A) JP 8-271104 (JP, A) JP 52-22208 (JP, A) JP 2-194597 (JP , A) Actual Development Sho 61-20469 (JP, U) Actual Public Sho 48-19682 (JP, Y1) (58) Fields investigated (Int.Cl. 7 , DB name) B61C 17/00 B61C 3/00
Claims (2)
と、この送風機の車側方向の下流側にたわみ風道を介し
て連結された変圧器用の油冷却器と、この油冷却器の下
流側に連結され主流ダクトと分流ダクトで構成される分
流風道と、この分流風道の下流側に連結されたリアクト
ル箱と、前記分流ダクトの下流側にたわみ風道を介して
接続された抵抗器収納箱を備えたことを特徴とする鉄道
車両用冷却装置。1. An air blower suspended on one side of the underfloor of a vehicle, an oil cooler for a transformer connected to a downstream side of the blower in a vehicle side direction through a flexible wind passage, and a downstream of the oil cooler. Side air duct connected to the side and composed of a mainstream duct and a diversion duct, a reactor box connected to the downstream side of this diversion duct, and a flexible air duct downstream of the diversion duct.
A railway vehicle cooling device comprising a connected resistor storage box .
クトの外周に断面三角形に形成したことを特徴とする請
求項１に記載の鉄道車両用冷却装置。2. The main duct of the cylindrical shape is divided into the diversion duct.
The railway vehicle cooling device according to claim 1 , wherein the outer periphery of the railcar is formed in a triangular shape in cross section .
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP19714599A JP3463004B2 (en) | 1999-07-12 | 1999-07-12 | Railway vehicle cooling system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP19714599A JP3463004B2 (en) | 1999-07-12 | 1999-07-12 | Railway vehicle cooling system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JP2001018791A JP2001018791A (en) | 2001-01-23 |
| JP3463004B2 true JP3463004B2 (en) | 2003-11-05 |
Family
ID=16369518
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP19714599A Expired - Fee Related JP3463004B2 (en) | 1999-07-12 | 1999-07-12 | Railway vehicle cooling system |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3463004B2 (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP5025405B2 (en) * | 2007-09-28 | 2012-09-12 | 株式会社東芝 | Cooling system for railway vehicles |
| CN107804329B (en) * | 2017-10-24 | 2019-07-02 | 中车长春轨道客车股份有限公司 | Train apparatus cabin anticreep ventilation skirtboard mechanism |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4819682Y1 (en) * | 1970-01-21 | 1973-06-06 | ||
| JPS5222208A (en) * | 1975-08-14 | 1977-02-19 | Toshiba Corp | Electric applicance for a car |
| JPS5923764A (en) * | 1982-07-30 | 1984-02-07 | 株式会社東芝 | Cooling device for electric apparatus in electric vehicle |
| JPS6120469U (en) * | 1984-07-11 | 1986-02-06 | 株式会社日立製作所 | Air volume distribution device |
| JPH02194597A (en) * | 1989-01-23 | 1990-08-01 | Fuji Electric Co Ltd | Cooling device of semiconductor converting device for vehicle |
| JPH08271104A (en) * | 1995-03-30 | 1996-10-18 | Hitachi Ltd | Cooling device for vehicle control device |
-
1999
- 1999-07-12 JP JP19714599A patent/JP3463004B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JP2001018791A (en) | 2001-01-23 |
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