JP6674882B2 - Railway vehicle with aerodynamic brake - Google Patents

Description

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

  Aerodynamic brakes utilizing aerodynamic resistance have been widely used in the aerospace field such as aircraft and rockets. In recent years, application of the aerodynamic brakes to railway vehicles has been studied. Because the drag generated by aerodynamic braking (brake braking force) increases in proportion to the square of the wind speed received by the aerodynamic brake, it is used for emergency stop in high-speed vehicles such as Shinkansen so that it can be used effectively in high-speed areas. It is expected to be used as a brake.

  In general, the drag of the aerodynamic brake increases as the area of the aerodynamic brake receiving air increases. Therefore, it is desirable to increase the size of the aerodynamic brake in order to obtain a larger drag. However, railcars have vehicle limits, and when the size of the aerodynamic brake increases, the vortex released from the aerodynamic brake increases, which may cause large wind speed fluctuations around the vehicle. Therefore, when applied to a high-speed vehicle, the size of the aerodynamic brake is limited.

  In addition, in order to allow the aerodynamic brake to appear only in an emergency, a configuration that allows appearance / retraction is required. For this reason, it is common to use a plate for receiving the aerodynamic brake so that it can easily appear and retract. At the time of storage, the aerodynamic brake plate is folded, and at the time of appearance, the aerodynamic brake plate stands up against the traveling wind and appears, so that a drag can be obtained.

  For example, Patent Literature 1 invents a configuration in which a plurality of small aerodynamic brake plates that can appear and be stored on a roof are arranged in rows so that a drag can be obtained only in an emergency. An object of the present invention is to increase the aerodynamic brake drag of the entire vehicle by installing a plurality of small aerodynamic brake plates while preventing a large wind speed fluctuation from occurring around the vehicle by using a small aerodynamic brake plate.

Japanese Patent No. 5824295

  However, installing a plurality of aerodynamic brake plates leads to an increase in vehicle weight and a reduction in cabin space. Therefore, it is an object to increase the drag generated by each aerodynamic brake plate, and to reduce the number of aerodynamic brakes while securing a drag capable of stopping at a predetermined stopping distance in an emergency.

  In addition, when a plurality of aerodynamic brake plates are installed in a row, the flow deflected by hitting the front aerodynamic brake plate flows in the vehicle width direction, so that it is difficult for the flow to hit the rear aerodynamic brake plate, There is also a problem that the drag generated by the rear aerodynamic brake plate is reduced.

  The present invention, in order to solve the above problems, by appropriately arranging a plurality of aerodynamic brake plates, efficiently hit the flow separated from the front aerodynamic brake plate to the rear aerodynamic brake plate, when the aerodynamic brake appears This realizes that a large drag can be obtained as a whole vehicle.

In order to achieve the above object, one of the typical railway vehicles having the aerodynamic brake of the present invention is, as a first form, an aerodynamic brake plate configured to be able to appear / retract on the roof of the vehicle, The left and right rows are formed adjacent to each other in the vehicle width direction, and the aerodynamic brake plates are arranged in a row at a position where they appear to overlap on a projection plane in the vehicle front direction when they appear. And the aerodynamic brake plates in the left row and the aerodynamic brake plates in the right row are arranged at positions where they do not overlap on the projection plane in the vehicle width direction, and on the same vehicle, The distance in the vehicle front-rear direction between the aerodynamic brake plate disposed in the vehicle and the aerodynamic brake plate disposed in the right row adjacent thereto is the distance in the vehicle front-rear direction of the adjacent aerodynamic brake plate disposed in the same row. That is half of Ri railcar der to symptoms, the vehicle front-rear direction of the arrangement interval of the aerodynamic brake plate in the same column is more than 6 times the height of the aerodynamic brake plate.

  According to this first mode, the flow deflected by the front aerodynamic brake plate is more likely to hit the rear aerodynamic brake plate, which is different in row in the vehicle longitudinal direction from the aerodynamic brake plate, so that the drag generated by the rear brake plate Increase.

  Further, in order to achieve the above object, as a second mode, the railroad vehicle of the first mode, wherein the aerodynamic brake plates arranged in a plurality of rows in the vehicle width direction are adjacent to the aerodynamic brake plates in one row. The distance to the rear aerodynamic brake plate in the other row (L2 in FIG. 3) is half the distance to the rear aerodynamic brake plate in the same row as one row (L1 in FIG. 3). You may comprise.

  The distance between the rear aerodynamic brake plate in the adjacent row in the vehicle width direction (L2 in FIG. 3) is half the distance from the rear aerodynamic brake plate in the same row in the vehicle longitudinal direction (L1 in FIG. 3). Accordingly, when the vehicle travels in both the front and rear directions, the drag generated by the aerodynamic brake plate can be uniformly secured regardless of the traveling direction of the vehicle.

  Further, in order to achieve the above object, as a third embodiment, there is provided a railway vehicle according to the first or second embodiment, wherein a plurality of rows of aerodynamic brake plates are arranged in the width direction of the vehicle. The present invention may be applied to a railway vehicle in which a gap is provided between adjacent rows of aerodynamic brake plates.

  In the row of aerodynamic brake plates in the longitudinal direction of the vehicle, by providing a gap between the row of aerodynamic brake plates adjacent to the row in the vehicle width direction, running wind flows in the gap and hits the rear aerodynamic brake plate. The wind can be made faster, and the drag generated by the rear aerodynamic brake plate can be increased.

  Further, in order to achieve the above object, as a fourth embodiment, there is provided a railway vehicle according to any one of the first to third embodiments, wherein when the vehicle is viewed from the vehicle front-back direction, the aerodynamic brake plate in the vehicle front-back direction is provided. The trains may be arranged in a railroad vehicle in which the rows are arranged symmetrically in the vehicle width direction with respect to the vehicle center.

  When the vehicle is viewed from the vehicle front-rear direction, the rows of the aerodynamic brake plates in the vehicle front-rear direction are arranged symmetrically in the vehicle width direction with respect to the vehicle center, so that the flow by the aerodynamic brake plate is centered on the vehicle center. As a result, the flow flows symmetrically in the width direction of the vehicle, and the same amount of drag is generated on the left and right aerodynamic brake plates in the width direction of the vehicle, so that the drag can be secured without impairing the running stability of the vehicle.

  Further, in order to achieve the above object, the fifth embodiment is not limited to two rows in the width direction of the aerodynamic brake plate. A railroad vehicle may be configured in which three or more rows of the aerodynamic brake plates are arranged in the vehicle width direction.

FIG. 1 is an external perspective view of a vehicle (Example 1) in which an aerodynamic brake plate is arranged. FIG. 2 is a cross-sectional view of the vehicle in which the aerodynamic brake plate of FIG. FIG. 3 is a top view of a vehicle in which the aerodynamic brake plate of FIG. 1 is arranged. FIG. 4 is an external perspective view of a vehicle provided with a conventional aerodynamic brake plate. FIG. 5 is a top view of a vehicle in which the aerodynamic brake plate of FIG. 4 is arranged. FIG. 6 is a diagram showing a result of comparison of drag generated in the aerodynamic brake plates of FIGS. 1 and 4 by fluid analysis. FIG. 7 is a diagram showing the pressure distribution in the center section of the aerodynamic brake plate in the vehicle height direction in the arrangement of the aerodynamic brake plate 20 according to the related art and the present invention, based on the fluid analysis. FIG. 8 is a schematic view of the airflow around the aerodynamic brake plate of FIGS. 1 and 4 in the center section of the aerodynamic brake plate in the vehicle width direction. FIG. 9 is a schematic diagram of an airflow around the aerodynamic brake plate of FIG. 4 in a center cross section of the aerodynamic brake plate in the vehicle height direction. FIG. 10 is a schematic diagram of the airflow around the aerodynamic brake plate of FIG. 1 in the center section of the aerodynamic brake in the vehicle height direction. FIG. 11 is a top view of a vehicle (Example 2) in which an aerodynamic brake plate is arranged.

  Hereinafter, embodiments will be described with reference to the drawings. However, applicable embodiments of the present invention are not limited to this.

[Example 1]
First, a first embodiment of a railway vehicle in which a plurality of aerodynamic brake plates 20 are installed so as not to be adjacent to each other in the vehicle width direction 110 will be described with reference to FIGS. FIG. 1 is an external perspective view of a vehicle 10 in which an aerodynamic brake plate 20 is disposed, FIG. 2 is a cross-sectional view of the vehicle 10 in FIG. 1 in a vehicle front-rear direction 100, and FIG. 3 is a top view of the vehicle 10 in FIG. FIG. FIGS. 1, 2 and 3 show examples in which an intermediate vehicle of a railway vehicle is targeted.

  As shown in FIGS. 1, 2 and 3, in the present embodiment, a plurality of aerodynamic brake plates 20 are arranged on the roof of the vehicle 10. Specifically, two rows of aerodynamic brake plates 20 are arranged in the vehicle width direction 110 with one row of a plurality of aerodynamic brake plates arranged at a predetermined arrangement interval L1 in the vehicle front-rear direction 100 (traveling direction). However, in the vehicle width direction 110, the aerodynamic brake plates 20 are arranged so as not to be adjacent to each other. That is, the arrangement interval L1 in the vehicle front-rear direction 100 (the distance between the aerodynamic brake plates A1 and A2 in FIG. 3 in the vehicle front-rear direction) in a certain row of aerodynamic brake plates is equal to the row of adjacent aerodynamic brake plates in the vehicle width direction 110. , The distance L2 between the rear aerodynamic brake plate 20 and the aerodynamic brake plate 20 in the vehicle longitudinal direction 100 (the distance between the aerodynamic brake plates A1 and B1 in FIG. 3 in the longitudinal direction of the vehicle).

  The number m of the installed aerodynamic brake plates 20 is determined by the overall length of the vehicle, the arrangement interval L1, and the like. FIGS. 1, 2 and 3 show an example in which five aerodynamic brake plates are arranged in one row in the vehicle longitudinal direction 100 and two rows are arranged in the vehicle width direction 110.

  When not in use, the aerodynamic brake plates 20 are stored on the roof of the vehicle such that the plate surface of the aerodynamic brake plates is substantially horizontal. It is configured to appear when driven upright so that the plate surface is substantially vertical.

  Further, as shown in FIG. 2, the aerodynamic brake plate 20 is configured and arranged to have a size that falls within a prescribed vehicle limit 12 during use while standing up. The total width l of the plurality of (two in FIG. 2) aerodynamic brake plates 20 arranged in the vehicle width direction 110 is configured to be １ ／ or more of the vehicle limit width W.

[Difference from conventional example]
Next, the difference between the arrangement of the aerodynamic brake plate 20 in the present invention and the arrangement in a conventional vehicle will be described. The arrangement of the conventional aerodynamic brake plate 20 will be described with reference to FIGS. FIG. 4 is an external perspective view of the vehicle 10 in which the conventional aerodynamic brake plate 20 is arranged, and FIG. 5 is a top view of the vehicle 10 in FIG.

  In a conventional vehicle, unlike the present invention, the aerodynamic brake plates 20 are arranged in a row so as to be adjacent to the vehicle front-rear direction 100. That is, the arrangement interval L1 in the vehicle front-rear direction 100 (the distance between the aerodynamic brake plates A1 and A2 in FIG. 5 in the vehicle front-rear direction) in a certain row of aerodynamic brake plates is equal to the row of adjacent aerodynamic brake plates in the vehicle width direction 110. The distance L2 is equal to the distance L2 (the distance between the aerodynamic brake plates A1 and B2 in FIG. 5 in the longitudinal direction of the vehicle) from the rear aerodynamic brake plate 20 in FIG.

  In order to show the effect of the present invention, the difference in drag between the arrangement of the aerodynamic brake plate 20 in the present invention and the conventional arrangement was calculated by fluid analysis. FIG. 6 shows the drag generated by the aerodynamic brake plate 20 according to the conventional arrangement and the drag generated by the aerodynamic brake plate according to the present invention. FIG. 7 shows a pressure distribution in the arrangement of the aerodynamic brake plate 20 according to the related art and the present invention in the center cross section of the aerodynamic brake plate 20 in the vehicle height direction 120.

  Note that the fluid analysis is for one vehicle in which 10 aerodynamic brake plates are arranged in one row in the vehicle longitudinal direction 100 and two rows are arranged in the vehicle width direction 110.

  From the results of the fluid analysis of FIG. 5, the arrangement of the aerodynamic brake plates 20 according to the present invention makes it possible to reduce the total amount of drag generated by the aerodynamic brake plates 20 in the entire vehicle even when the number of aerodynamic brake plates 20 is the same. It can be confirmed that it is 1.5 times that of the arrangement.

  This is because the adoption of the arrangement of the aerodynamic brake plates 20 in the present invention has increased the drag generated in each aerodynamic brake plate 20. This means that the arrangement of the aerodynamic brake plates 20 according to the present invention is lower than that of the conventional aerodynamic brake plates 20 in the vicinity of the inside of the vehicle 10 of all the aerodynamic brake plates 20 from the pressure distribution of FIG. Can also be seen from the increase.

  The principle of increasing the drag generated by the aerodynamic brake plate 20 will be described with reference to FIGS. 8, 9 and 10. FIG. FIG. 8 is a schematic diagram of an airflow around the aerodynamic brake plate 20 in a cross section in the vehicle height direction at the center of the aerodynamic brake plate 20 in the vehicle width direction 110. FIG. 9 is a schematic diagram of the airflow around the aerodynamic brake plate when the conventional aerodynamic brake plate 20 is arranged, in the center section of the aerodynamic brake plate 20 in the vehicle height direction 120. FIG. 10 is a schematic diagram of the airflow around the aerodynamic brake plate when the aerodynamic brake plate 20 according to the present invention is disposed, in the center section of the aerodynamic brake plate 20 in the vehicle height direction 120.

  The airflow around the aerodynamic brake plate 20 in the cross section in the vehicle width direction 110 is such that the airflow S1 toward the aerodynamic brake plate 20 rises upward at the aerodynamic brake plate 20, as shown in FIG. As a result, the vehicle is deflected in the vehicle height direction 120 and then re-attached on the roof surface of the vehicle 10 to become the airflow S2 in the vehicle front-rear direction 100 and hit the aerodynamic brake plate 20 behind. When this flow continues toward the rear of the vehicle, the traveling wind always hits the rear aerodynamic brake plate 20 to generate a drag.

  The airflow separated from the front aerodynamic brake plate 20 is reattached and becomes the airflow S2 in the vehicle front-rear direction 100, so that the drag generated at the aerodynamic brake plate 20 can be efficiently obtained. Therefore, it is preferable that the arrangement interval L1 of the aerodynamic brake plates in the vehicle front-rear direction 100 be six times or more the height h of the aerodynamic brake plates so that the airflow separated from the aerodynamic brake plates 20 in front is reattached. .

  The cross section in the vehicle height direction 120, that is, the airflow around the aerodynamic brake plate 20 as viewed from above the vehicle greatly differs depending on the arrangement of the aerodynamic brake plate 20.

  As shown in FIG. 9, in a conventional configuration in which two rows of aerodynamic brake plates 20 are arranged adjacent to each other in the vehicle width direction 110, a flow S <b> 1 toward the aerodynamic brake plates 20 strikes and separates from the aerodynamic brake plates 20. As a result, the flow is deflected in the vehicle width direction 110, and then returns to the inside of the vehicle in the vehicle width direction 110 of the aerodynamic brake plate 20, and the flow hits the rear aerodynamic brake plate 20. Therefore, the flow near the inside of the aerodynamic brake plate 20 inside the vehicle is slower than near both ends of the aerodynamic brake plate 20 outside the vehicle width direction 110, and the drag is small inside the aerodynamic brake plate 20 behind the vehicle.

  On the other hand, as shown in FIG. 10, in the embodiment of the present invention in which the two rows of aerodynamic brake plates 20 are installed so as not to be adjacent to each other in the vehicle width direction 110, the flow S1 toward the aerodynamic brake plates 20 is , And peels in the vehicle width direction 110, but a part thereof flows inside the aerodynamic brake plate 20 inside the vehicle. This flow hits the rear aerodynamic brake plates 20 in different rows in the vehicle longitudinal direction 100. This flow continues to the rear of the vehicle. Thereby, unlike the conventional configuration in which the aerodynamic brake plates 20 are arranged in a row adjacent to each other in the vehicle width direction 110, the flow separated by the aerodynamic brake plates 20 also flows inside the vehicle of the aerodynamic brake plates 20. Since the wind speed flowing inside the aerodynamic brake plate 20 in the vehicle width direction 110 increases, the drag of the aerodynamic brake plate 20 near the inside of the vehicle increases, and the drag generated in the entire vehicle increases.

  For these reasons, in the present invention, the individual drag of the aerodynamic brake plate 20 increases. Therefore, it is possible to reduce the number of aerodynamic brake plates required to secure the drag that satisfies the stopping distance in an emergency, which leads to a reduction in vehicle weight and a secure cabin space.

  Further, in the first embodiment, as a second embodiment, the distance (L2 in FIG. 3) from the rear aerodynamic brake plate, which is the next row in the vehicle width direction, is the same as the rear row in the vehicle width direction. It is preferable that the arrangement is such that it is half the distance from the aerodynamic brake plate (L1 in FIG. 3).

  Thereby, regardless of the traveling direction of the vehicle, a certain amount of drag generated by the aerodynamic brake plate can be secured.

[Example 2]
FIG. 11 shows a top view of a vehicle (Example 2) in which an aerodynamic brake plate is arranged as a third embodiment.
In addition to the configuration of the first embodiment of the present invention, in the row of the aerodynamic brake plates 20 in the vehicle front-rear direction 100, a gap D is provided between the adjacent row in the vehicle width direction 110.

  As a result, the traveling wind flows in the gap between the rows of the aerodynamic brake plates 20 in the vehicle front-rear direction 100, so that the wind hitting the rear aerodynamic brake plate can be made faster, and the drag generated by the rear aerodynamic brake plate can be increased. Can be.

  In the first and second embodiments, when the vehicle 10 is viewed from the vehicle front-rear direction 100, it is preferable that the rows of the aerodynamic brake plates are arranged so as to be symmetrical in the vehicle width direction 110. .

  When the vehicle 10 is viewed from the vehicle front-rear direction 100, the rows of the aerodynamic brake plates 20 are arranged so as to be symmetrical in the vehicle width direction 110, so that the airflow by the aerodynamic brake plates 20 is symmetrical in the vehicle width direction 110. Since the fluid flows and the drag is generated to the same extent on the left and right aerodynamic brake plates 20 in the vehicle width direction 110, the drag can be secured without impairing the running stability of the vehicle.

Note that the present invention is not limited to the above-described embodiment, and includes various modifications. Further, a part of the configuration of one embodiment can be replaced with the configuration of another embodiment. Further, the above-described embodiments are described in order to explain the present invention in an easy-to-understand manner, and are not necessarily limited to those having all the configurations described above.
For example, in the first and second embodiments, the number of rows of the aerodynamic brake plates 20 in the vehicle front-rear direction 100 does not need to be limited to two, and three or more rows may be arranged in the vehicle width direction 110. In this case, it can be expected that a larger drag is generated in the air brake plate.

10 vehicle, 12 vehicle limit, 20 aerodynamic brake plate, 100 vehicle longitudinal direction, 110 vehicle width direction, 120 vehicle height direction

Claims (4)

A plurality of aerodynamic brake plates configured to be able to appear / retract on the roof of the vehicle are provided in the front-rear direction of the vehicle, forming a left row and a right row adjacent to each other in the vehicle width direction,
The aerodynamic brake plates are arranged in a row at a position where they appear to overlap on the projection plane in the vehicle front direction when they appear, and the aerodynamic brake plates in the left column and the aerodynamic brake plates in the right column are , Is located at a position that does not overlap on the projection plane in the vehicle width direction,
On the same vehicle, the distance between the aerodynamic brake plates arranged in the left column and the adjacent aerodynamic brake plates arranged in the right column in the vehicle front-rear direction is adjacent to the aerodynamic brake plates arranged in the same column. Ri vehicle half der in the front-rear direction of the distance of the plate,
The railcar according to claim 1, wherein an arrangement interval of the aerodynamic brake plates in the longitudinal direction of the vehicle in the same row is at least six times the height of the aerodynamic brake plates .   The railway vehicle according to claim 1, wherein, in the aerodynamic brake plates arranged in a plurality of rows in the vehicle width direction, a gap is provided between rows of aerodynamic brake plates adjacent in the vehicle width direction.   The aerodynamic brake plates arranged in a plurality of rows in the vehicle width direction are symmetrically arranged in the vehicle width direction with respect to the vehicle center when the vehicle is viewed from the vehicle front-rear direction. Item 3. The railway vehicle according to item 1 or 2.   The railway vehicle according to any one of claims 1 to 3, wherein the aerodynamic brake plate is configured by arranging three or more rows in a vehicle longitudinal direction.