JP7446970B2 - Power converter installation structure and railway vehicle - Google Patents

Description

Embodiments of the present invention relate to a power converter mounting structure and a railway vehicle.

Railway vehicles are equipped with power conversion devices that convert power supplied from overhead wires into desired power to control driving of main motors and the like. This type of power conversion device includes a semiconductor element and a cooler that cools the semiconductor element.

Coolers can be roughly divided into forced circulation liquid cooling systems using pumps, etc., forced air cooling systems using fans and blowers, and natural air cooling systems using running air. In recent years, natural air-cooling systems have become mainstream due to their low noise, energy savings, and maintenance-free nature.

In high-speed railways, there are models in which the power conversion device is mounted on the bottom of the vehicle floor, and a configuration in which cooling fins protrude from the bottom in the direction of gravity is also known. Furthermore, the mounting structure of the power converter is provided with slopes in order to guide the running wind to the cooling fins of the heat sink before and after the expected running direction.

In order to make it easier to take in the running wind to the cooling fins, it is necessary to reduce the inclination angle of the slope. However, when the inclination angle of the slope is reduced, the slope length in the expected travel direction increases. Therefore, a dead space is created above the slope that exists before and after the power converter, making it difficult to mount equipment efficiently. In order to mount equipment efficiently, it is necessary to downsize the slope. However, when the length of the slope is shortened for miniaturization, the inclination angle of the slope becomes large, so that the flow of the traveling wind tends to separate when the traveling wind passes through the slope. Therefore, the amount of traveling air taken into the cooling fins decreases, and the cooling performance of the heat sink decreases.

Japanese Patent Application Publication No. 2006-224796 Japanese Patent Application Publication No. 2006-347309 Japanese Patent Application Publication No. 2003-48533

An object of the present invention is to provide a power converter mounting structure and a railway vehicle that can improve the performance of guiding air to the cooling fins even when the slope is downsized.

The power converter mounting structure of the embodiment includes a slope, a flow path, and a flange. The slope slopes upward toward the cooling fins of a power conversion device having cooling fins provided at the bottom of the vehicle. A slope is provided at the bottom of the vehicle. The flow path includes a flow path inlet provided on the slope and a flow path outlet provided on a side surface of the vehicle. The flange portion is provided on the windward side of the vehicle traveling wind at the outlet of the flow path.

FIG. 1 is a side view schematically showing the configuration of a railway vehicle according to a first embodiment. FIG. 2 is an explanatory diagram schematically showing the configuration of a power converter and a power converter mounting structure used in a railway vehicle according to a first embodiment. FIG. 1 is a cross-sectional view schematically showing the configuration of a power conversion device mounting structure according to a first embodiment. FIG. 1 is a cross-sectional view schematically showing the configuration of a power conversion device mounting structure according to a first embodiment. FIG. 7 is an explanatory diagram schematically showing the configuration of a power conversion device mounting structure for a railway vehicle according to a second embodiment. FIG. 7 is an explanatory diagram schematically showing an enlarged configuration of main parts of a power conversion device mounting structure for a railway vehicle according to a second embodiment. FIG. 7 is an explanatory diagram schematically showing an enlarged configuration of main parts of a power conversion device mounting structure for a railway vehicle according to a second embodiment.

(First embodiment)
Hereinafter, a power converter mounting structure 4 and a railway vehicle 1 according to an embodiment will be described using FIGS. 1 to 4. In each figure, for convenience of explanation, the scale of each component is changed as appropriate, and some parts are omitted or simplified. Further, in the figure, arrows X, Y, and Z each indicate three directions orthogonal to each other. Further, in this embodiment, the X direction in the figure indicates the longitudinal direction of the railroad vehicle 1, the Y direction indicates the width direction of the railroad vehicle 1, and the Z direction indicates the direction of gravity. Further, the longitudinal direction of the railway vehicle 1 is the expected traveling direction of the railway vehicle 1.

FIG. 1 is a side view schematically showing the configuration of a railway vehicle 1 according to an embodiment, and FIG. 2 is a side view schematically showing the configuration of a power conversion device 5 and a power conversion device mounting structure 4 used in the railway vehicle 1. FIG. FIG. 3 is a cross-sectional view schematically showing the configuration of the power converter mounting structure 4 along the line III--III in FIG. 2. As shown in FIG. FIG. 3 is a cross-sectional view schematically showing the configuration of the power converter mounting structure 4 along the line IV--IV in FIG. 2. As shown in FIG.

As shown in FIG. 1, the railway vehicle 1 includes a car body 2, a bogie 3, and a power conversion device 5. The railway vehicle 1 runs on a dedicated passageway (track) laid with rails 100 and the like. The railway vehicle 1 is, for example, a railway vehicle that travels at high speed. Moreover, the railway vehicle 1 can be applied to various vehicles as long as it includes the power conversion device 5.

The vehicle body 2 is long in the front-rear direction. For example, the vehicle body 2 is formed into a substantially rectangular parallelepiped shape that is long in the front-rear direction. Note that the shape of the vehicle body 2 is not limited to this shape, and can be set as appropriate. Therefore, it goes without saying that the tip of the vehicle body 2 in the expected travel direction may be designed to have a shape that can reduce fluid resistance.

The vehicle body 2 includes a pantograph 2a provided on the ceiling facing upward in the direction of gravity, and a housing 2b having a space for installing equipment. The pantograph 2a is configured to be able to contact an overhead wire 101 set on the rail 100 at a certain distance. The housing 2b constitutes a part of the outer shell of the vehicle body 2.

The housing 2b includes a power converter mounting structure 4 to which the power converter 5 is attached. Hereinafter, the power converter mounting structure 4 will be referred to as the mounting structure 4. The mounting structure 4 is provided under the floor of the vehicle body 2. As shown in FIGS. 2 to 4, the mounting structure 4 includes a slope 7, a flow path 8, a mounting portion 9, and a collar portion 10.

The slopes 7 are provided at the front and rear of the mounting portion 9 in the expected travel direction. The slope 7 slopes upward toward the mounting portion 9. The slope 7 is a part of the housing 2b.

The flow path 8 fluidly communicates the middle part of the slope 7 with the side surface of the casing 2b. The flow path 8 includes a flow path inlet 8a formed on the center side of the slope 7, and a flow path outlet 8b provided on the lower end side of the side portion of the casing 2b. The flow passages 8 are provided before and after the mounting portion 9 in the expected travel direction.

Here, the side portion of the housing 2b is a part of the side wall portion of the vehicle body 2. For example, the housing 2b includes a first partition plate 31 that separates the upper space of the slope 7 in the direction of gravity, and a pair of second partition plates 32a and 32b that separate the upper space of the slope 7 in the expected running direction. Then, a space partitioned by one of the side part of the case 2b, the slope 7, the first partition plate 31, and at least a pair of second partition plates 32a, 32b is connected to the side part of the case 2b from the slope 7 to the side part of the case 2b. A flow path 8 is formed which is continuous with the flow path 8. Further, the flow path 8 is separated from the power converter device 5 by the second partition plate 32b on the side of the attachment portion 9.

The flow path entrance 8a is formed by a slit hole 7a formed in the slope 7. The slit hole 7a is formed in the slope 7 along the width direction of the vehicle body 2. For example, it is preferable that the flow passage inlet 8a be provided on the slope 7 at the same position or close to the position where the separation of traveling wind occurs in the case where the flow passage 8 is not provided.

The flow passage outlet 8b is formed by an opening 2b1 provided in one or both of the housings 2b in the width direction of the vehicle body 2. As shown in FIGS. 3 and 4, the opening 2b1 is configured by, for example, a collection of a plurality of openings 2b2 formed on the lower side surface of the housing 2b. That is, the flow path outlet 8b is constituted by a set of a plurality of openings 2b2. The opening area of the flow passage inlet 8a and the flow passage outlet 8b, and the flow passage cross-sectional area of the flow passage 8 are set as appropriate.

The attachment part 9 is provided between the pair of slopes 7. The attachment portion 9 is formed, for example, in a flat plate shape, and the power conversion device 5 is attached thereto. The attachment portion 9 is a part of the housing 2b. The attachment portion 9 is a base portion to which the power conversion device 5 is attached, with cooling fins 42 of the power conversion device 5 (described later) being exposed to the outside.

The flange portion 10 is provided on a side surface of the vehicle body 2 adjacent to the primary side (windward side) of the opening 2b1 where the traveling wind flows. The flange 10 is provided at least in a range where the opening 2b1 in the direction of gravity is provided. The flange portion 10 is formed along the shape of the side surface of the vehicle body 2. For example, in a configuration in which a pair of flow passages 8 are provided as in the present embodiment, the flange 10 is configured such that the opening 2b1 of the flow passage 8, which is the primary side of the flow of the travel air in the travel direction, is configured to Each is provided on the primary side of the flow. For this reason, each collar portion 10 is provided close to each flow path outlet 8b (each opening 2b1) of the pair of flow paths 8 on the side opposite to the mounting portion 9 in the assumed running direction.

The truck 3 includes, for example, a truck spring 11, a truck frame 12, a plurality of axles 13, a plurality of wheels 14, and a main motor 15. For example, a plurality of trolleys 3 are provided under the floor of the vehicle body 2 in the expected travel direction.

The truck spring 11 is, for example, an air spring. The bogie frame 12 is connected to the underfloor of the vehicle body 2 via a bogie spring.

The plurality of axles 13 are rotatably supported by the bogie frame 12. For example, a pair of axles 13 are provided at both ends of the bogie frame 12 in the expected travel direction. The axle 13 extends in the width direction of the railway vehicle 1.

Wheels 14 are attached to both ends of axle 13 . In this embodiment, four wheels 14 are provided on one truck 3.

Main electric motor 15 rotates axle 13 . The main electric motor 15 is supported by the bogie frame 12, for example. For example, a pair of main electric motors 15 are provided so that each of the pair of axles 13 can be rotated. As a specific example, the main motor 15 includes a rotating shaft that rotates using AC power and a transmission mechanism that transmits the rotation of the rotating shaft to the axle 13.

As shown in FIG. 1, the power conversion device 5 is attached to a mounting portion 9 of a mounting structure 4 located under the floor of the vehicle body 2. The power converter 5 converts, for example, DC power supplied from the overhead wire 101 via the pantograph 2a into AC power.

As shown in FIG. 2, the power conversion device 5 includes a semiconductor element 21, a housing section 22, and a heat sink 23.

The semiconductor element 21 is configured to be able to output electric power for driving the railway vehicle 1. As a specific example, the semiconductor element 21 converts DC power input from the overhead wire 101 via the pantograph 2a into AC power. Further, the semiconductor element 21 supplies the converted AC power to the main motor 15 and the like. Such a semiconductor element 21 constitutes a power conversion unit together with a control section (not shown) and the like.

For example, the power conversion units are housed together in the housing section 22. Further, for example, the control unit transmits and receives switching signals to and from the semiconductor element 21 .

The housing section 22 houses the semiconductor element 21 . The housing portion 22 is formed by, for example, the housing 2b. For example, the accommodating portion 22 is configured by the mounting portion 9 and two second partition plates 32b, 32b adjacent to the mounting portion 9 in the assumed traveling direction.

The heat sink 23 cools the semiconductor element 21 . The heat sink 23 radiates heat generated by the semiconductor element 21. The heat sink 23 is attached to a mounting section 9 existing in the housing section 22, and a plurality of cooling fins 42, which will be described later, are arranged outside the mounting section 9.

The heat sink 23 is made of a material with high thermal conductivity, such as aluminum. As a specific example, as shown in FIG. 2, the heat sink 23 includes a heat receiving block 41 and a plurality of cooling fins 42.

The heat receiving block 41 is arranged inside the housing section 22 . The heat receiving block 41 is configured in a rectangular box shape. For example, in a state where the power conversion device 5 is provided under the floor of the vehicle body 2, the heat receiving block 41 protrudes upward from the mounting portion 9 in the direction of gravity and is disposed within the housing portion 22.

The heat receiving block 41 has the semiconductor element 21 mounted on its upper surface. That is, the heat receiving block 41 is connected to the semiconductor element 21.

The plurality of cooling fins 42 constitute a wind receiving section. The plurality of cooling fins 42 are arranged outside the housing section 22 . In a state where the power conversion device 5 is provided under the floor of the vehicle body 2, the plurality of cooling fins 42 extend downward from the heat receiving block 41 in the direction of gravity.

The cooling fins 42 are formed in a rectangular thin plate shape that is long in one direction. In a state where the power conversion device 5 is provided under the floor of the car body 2, the cooling fins 42 are arranged on the heat receiving block 41 in such a manner that the width direction of the railway vehicle 1 is the thickness direction and the expected running direction is the longitudinal direction. . Further, the plurality of cooling fins 42 are arranged at predetermined intervals in the thickness direction of the cooling fins 42.

In other words, when the power conversion device 5 is installed under the floor of the car body 2, the plurality of cooling fins 42 are arranged at predetermined intervals in the width direction of the railway vehicle 1, with their main surfaces oriented along the expected running direction. are arranged parallel to each other. Here, the predetermined intervals are, for example, equal intervals. The plurality of cooling fins 42 constitute a plurality of flow paths through which the traveling wind flows due to gaps between adjacent cooling fins 42 . As the railway vehicle 1 travels, the plurality of cooling fins 42 receive the traveling wind that mainly flows along the expected traveling direction, and exchange heat with the traveling wind.

Next, the effects of the power converter device 5 and mounting structure 4 of the railway vehicle 1 configured as described above will be explained. Note that the explanation will be given using an example in which the railway vehicle 1 travels toward one side in the expected travel direction.

First, when the railway vehicle 1 is run, the semiconductor element 21 of the power conversion device 5 converts DC power input from the overhead wire 101 via the pantograph 2a into AC power. The semiconductor element 21 then supplies the converted AC power to each main motor 15. Each main motor 15 is rotated by the supplied AC power. When the rotational force of the main electric motor 15 is transmitted to the axle 13, the axle 13 and the wheels 14 rotate. Thereby, the railway vehicle 1 travels along the rails 100 toward one side of the expected travel direction (forward in the travel direction).

When the semiconductor element 21 converts DC power into AC power, heat is generated in the semiconductor element 21 due to power loss during power conversion. Heat generated in the semiconductor element 21 is transferred to each cooling fin 42 via the heat receiving block 41.

On the other hand, when the railway vehicle 1 travels, a traveling wind flows around the railway vehicle 1 mainly toward the other side of the expected traveling direction (backward in the traveling direction).

Generally, in the railway vehicle 1, the running wind 200 flowing through the bottom of the car body 2 (casing 2b) is relatively smaller than the running wind 210 flowing through the side surfaces of the car body 2 (casing 2b). It gets lower. In this case, in accordance with Bernoulli's theorem, pressure is relatively lower in a system where the flow velocity is high than in a system where the flow velocity is low.

Further, in the railway vehicle 1 of the present embodiment, when the running wind 210 flowing on the side surface of the vehicle body 2 passes through the flange 10, a turbulent vortex 300 is generated in the rear part (downwind) of the flange 10. Due to the effect of the turbulent vortex 300, a region facing the opening 2b1 (flow passage outlet 8b) located at the rear of the collar 10 becomes low pressure.

As shown in FIG. 3, the region of the bottom surface of the vehicle body 2 facing the slope 7 forms a high-pressure region P where the traveling wind 200 is relatively high pressure, and the region facing the opening 2b1 of the side surface of the vehicle body 2 forms a high-pressure region P where the traveling wind 200 is relatively high pressure. The region (the exit region of the opening 2b1) forms a low-pressure region Q where the pressure of the traveling wind 210 is relatively low. Furthermore, due to the action of the turbulent vortex 300, the pressure difference level between the high pressure region P and the low pressure region Q becomes higher than the pressure difference level caused only by the running of the railway vehicle 1, and the flow velocity of the induced flow 400 increases. As a result, a part of the running wind 200 flowing through the bottom of the vehicle flows into the flow path 8 through the slit hole 7a formed in the slope 7, and enters the vehicle body 2 from the side opening 2b1 of the vehicle body 2 (casing 2b). A flow is induced to the outside.

That is, as shown by the arrow in FIG. 3, an induced flow 400 (a part of the traveling wind 200) is generated in the flow path 8, and this induced flow 400 suppresses the separation of the traveling wind 200 from the slope 7, and the slit hole The traveling wind 200 that did not flow into the flow path 8 from 7a flows along the slope 7. Therefore, the traveling wind 200 that did not flow into the slit holes 7a flows into the cooling fins 42 due to the effect that a part of the traveling wind 200 is induced into the slit holes 7a.

In the traveling wind 200, heat is exchanged between the plurality of cooling fins 42 and the traveling wind, so that heat generated in the semiconductor element 21 is radiated through the plurality of cooling fins 42. As described above, the mounting structure 4 for attaching the power converter 5 is configured such that a part of the running wind 200 flowing on the bottom surface of the vehicle body 2 is distributed to the side surface of the vehicle body 2 using the slope 7 and the flow path 8, thereby reducing the slope. The separation phenomenon of the traveling wind 200 in No. 7 is suppressed or eliminated. Therefore, the mounting structure 4 can supply the traveling wind 200 to the base of the cooling fin 42 by suppressing or eliminating the separation phenomenon of the traveling wind 200.

In the railway vehicle 1 configured in this manner, the mounting structure 4 suppresses or eliminates the separation phenomenon of the flow of traveling wind on the slope 7, and the traveling wind effectively flows into the root portion of the cooling fin 42. This is because the running wind 200 flowing through the bottom surface of the vehicle body 2 (casing 2b) is relatively lower than the traveling wind 210 flowing through the side surface of the vehicle body 2 (casing 2b). This is due to the action of a turbulent vortex 300 on the secondary side (behind the collar 10) in the flow direction of the cooling air.

Therefore, the mounting structure 4 can improve the performance of guiding air to the cooling fins 42. Furthermore, since the amount of running air flowing through the cooling fins 42 increases relatively and the heat transfer efficiency between the cooling fins 42 and the running air increases, the mounting structure 4 can improve the cooling performance of the heat sink 23. can. Furthermore, since the separation phenomenon of the running wind flow is suppressed or eliminated, the inclination angle of the slope 7 can be set large, so the length of the slope 7 in the assumed running direction can be reduced to reduce the size of the slope 7. can do.

In other words, the mounting structure 4 can improve the performance of guiding cooling air to the cooling fins 42 even if the slope 7 is made smaller. By reducing the size of the slope 7, the space for installing equipment under the floor of the vehicle body 2 can be increased. Therefore, by using the mounting structure 4, it becomes possible for the railway vehicle 1 to secure a mounting space, and it also becomes possible to improve the degree of freedom in mounting equipment.

Further, when the railway vehicle 1 runs, turbulent eddies 300 are generated by the collar 10, so even if the running speed of the railway vehicle 1 is low, the region facing the opening 2b1 can be stably maintained. It becomes possible to form a low pressure region Q. Therefore, regardless of the running speed, the railway vehicle 1 relatively increases the amount of running air flowing through the cooling fins 42 by generating the induced flow 400 to the slit holes 30, and the cooling fins 42 and the running air By increasing the heat transfer efficiency with the heat sink 23, the cooling performance of the heat sink 23 can be improved.

According to the railway vehicle 1 and the mounting structure 4 of the embodiment described above, even if the slope 7 is downsized, the performance of guiding air to the cooling fins 42 can be improved.

(Second embodiment)
Next, a mounting structure (power converter mounting structure) 4A for a railway vehicle 1 according to a second embodiment will be described using FIGS. 5 to 7. Note that among the configurations of the mounting structure 4A of the railway vehicle 1 according to the second embodiment, the same components as those of the mounting structure 4 of the railway vehicle 1 according to the first embodiment described above are given the same reference numerals, and the same symbols are used. Detailed explanation will be omitted.

The mounting structure 4A is provided under the floor of the vehicle body 2. The mounting structure 4 includes a slope 7, a flow path 8A, a mounting portion 9, and a collar portion 10. The flow path 8A fluidly communicates the middle part of the slope 7 with the side surface of the casing 2b. The flow path 8A includes a flow path inlet 8a formed on the center side of the slope 7, and a flow path outlet 8b provided on the lower end side of the side portion of the casing 2b. The flow path 8A is different from the flow path 8 of the mounting structure 4 of the first embodiment described above in its flow path shape.

As a specific example, the flow path 8A includes a flow path inlet 8a provided in the middle of the slope 7, a first flow path 8c extending upwardly along the slope 7, and a flow path 8c extending along the second partition plate 32b. It includes a second flow path 8d extending in the direction of gravity, and a flow path outlet 8b formed on the side surface of the casing 2b along the second flow path 8d. The flow path entrance 8a is formed by a slit hole 7a formed in the slope 7.

The first flow path 8c and the second flow path 8d are formed by a partition plate provided in the housing 2b. For example, the housing 2b includes a third partition plate 33 and a fourth partition plate 34 that constitute the flow path 8A. Note that in this embodiment, the housing 2b may have a configuration that does not include the first partition plate 31.

The third partition plate 33 extends in the direction of gravity from the edge of the slit hole 7a located forward in the running direction, and extends from the edge of the slit hole 7a located forward in the running direction to the second partition plate 32b side. It extends along the slope 7. The fourth partition plate 34 is connected in the direction of gravity along the second partition plate 32b. Further, for example, the lower edge of the fourth partition plate 34 is continuous with the third partition plate 33.

The first flow path 8c is formed, for example, by a gap between the upper surface of the slope 7 and the lower surface of the third partition plate 33. The second flow path 8d is continuous with the first flow path 8c and is formed by the gap between the opposing surfaces of the second partition plate 32b and the fourth partition plate 34.

The flow path outlet 8b is formed to have the same shape or approximately the same shape as the opening cross section of the second flow path 8d along the direction of gravity. The flow passage outlet 8b is formed by a slit hole 2b3 extending in the direction of gravity, which is formed in a part of the side wall of the vehicle body 2 (casing 2b).

According to the mounting structure 4A of the railway vehicle 1 configured in this way, separation of running wind on the slope 7 can be suppressed or prevented, similarly to the mounting structure 4 according to the first embodiment described above. To explain specifically, when the railway vehicle 1 travels toward one side of the expected travel direction, the traveling wind 200 flowing on the bottom surface of the vehicle body 2 (casing 2b) is caused by the traveling wind 200 flowing on the side surface of the vehicle body 2 (casing 2b). Compared to the wind 210, it is relatively low. In addition, a turbulent vortex 300 is generated on the leeward side of the collar portion 10. For these reasons, as shown in FIGS. 6 and 7, the region of the wind 200 flowing through the bottom of the vehicle body 2 forms a relatively high pressure region P, while the region of wind 210 flowing through the side surface of the vehicle body 2 forms a relatively high pressure region P. A relatively low pressure region Q is formed in the region.

Due to this action, a part of the running wind 200 flowing on the bottom flows into the first flow path 8c through the slit hole 7a formed in the slope 7, and flows into the vehicle body 2 (casing) through the second flow path 8d. A flow is induced to the outside of the vehicle body 2 from the flow path outlet 8b on the side surface of 2b). That is, as shown by arrows in FIGS. 5 to 7, an induced flow 400, which is the traveling wind 200 flowing into the flow passage 8 from the slit hole 7a, is generated in the flow passage 8A, and the separation of the traveling wind 200 from the slope 7 is caused. suppressed. As shown in FIGS. 5 and 6, the traveling wind 200 that has not flown into the flow path 8 from the slit hole 7a flows along the slope 7. Therefore, the traveling wind 200 that did not flow into the slit holes 7a flows into the cooling fins 42 due to the effect that a part of the traveling wind is induced into the slit holes 7a.

In the traveling wind 200, heat is exchanged between the plurality of cooling fins 42 and the traveling wind, so that heat generated in the semiconductor element 21 is radiated through the plurality of cooling fins 42.

The railway vehicle 1 having the mounting structure 4A according to the second embodiment configured as described above is similar to the mounting structure 4 according to the first embodiment described above, in which the separation phenomenon of the running wind flow on the slope 7 is prevented. This is suppressed or eliminated, and the running wind effectively flows into the root portion of the cooling fin 42. As a result, the amount of running air flowing through the cooling fins 42 is relatively increased, and the heat transfer efficiency between the cooling fins 42 and the running air is increased, so that the cooling performance of the heat sink 23 can be improved.

Therefore, the mounting structure 4A can improve the performance of guiding cooling air to the cooling fins 42 even if the slope 7 is made smaller. By reducing the size of the slope 7, the space for installing equipment under the floor of the vehicle body 2 can be increased. The mounting structure 4A makes it possible to secure a mounting space and also to improve the degree of freedom in mounting the equipment. In addition, since the flow path outlet 8b of the mounting structure 4A is formed by the slit hole 2b3 extending in the direction of gravity, a plurality of openings are partially concentrated and arranged on the side surface of the vehicle body 2 (casing 2b). It is not necessary to do so.

According to the railway vehicle 1 and the mounting structure 4A of the second embodiment described above, even if the slope 7 is downsized, the performance of guiding air to the cooling fins 42 can be improved.

Note that this embodiment is not limited to the example described above. In the above-mentioned example, the cooling fins 42 are formed in a rectangular thin plate shape long in one direction, and a plurality of cooling fins 42 are arranged at predetermined intervals in the thickness direction of the cooling fins 42, but the present invention is not limited to this. Not done. For example, a plurality of cooling fins 42 may be arranged in the expected travel direction. Furthermore, the cooling fins 42 may be columnar instead of thin plate-shaped. Further, the plurality of cooling fins 42 may be partially connected by a reinforcing connecting member.

Further, although the above-described mounting structure 4 has been described as an example in which the flow passage inlet 8a of the flow passage 8 is formed by the slit hole 7a formed in the slope 7, the present invention is not limited to this. The structure may be formed by a plurality of openings formed in the opening. Similarly, although an example has been described in which the flow path outlet 8b of the flow path 8 is formed by a plurality of openings 2b2 formed in the side surface of the vehicle body 2, the present invention is not limited thereto. That is, the shape and size of the flow path inlet 8a and the flow path outlet 8b can be set as appropriate as long as the induced flow 400 can be generated within the flow path 8. Similarly, the shape etc. of the flow path 8 can be similarly set appropriately. Further, the flow path shape of the flow path 8 described above is an example, and the flow path shape of the flow path 8 can be set as appropriate as long as the induced flow 400 can be formed. Moreover, the shape of the above-mentioned flange 10 is not limited as long as it is configured to generate the turbulent vortex 300, and can be set as appropriate. Further, the flange portion 10 may have any configuration as long as it can make the area facing the flow path outlet 8b (opening portion 2b1, slit hole 2b3) relatively low pressure by the action of the turbulent vortex 300. Therefore, the relative positional relationship between the collar portion 10 and the flow path outlet 8b can be set as appropriate.

The power converter mounting structure and railway vehicle configured as described above can improve the performance of guiding air to the cooling fins even if the slope is downsized.

Although several embodiments of the invention have been described, these embodiments are presented by way of example and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other forms, and various omissions, substitutions, and changes can be made without departing from the gist of the invention. These embodiments and their modifications are included within the scope and gist of the invention, as well as within the scope of the invention described in the claims and its equivalents.

DESCRIPTION OF SYMBOLS 1... Railway vehicle, 2... Car body, 2a... Pantograph, 2b... Housing, 2b1... Opening, 2b2... Opening, 2b3... Slit hole, 3... Bogie, 4, 4A... Power conversion device mounting structure (mounting structure), 5...Power conversion device, 7...Slope, 7a...Slit hole, 8, 8A...Flow path, 8a...Flow path inlet, 8b...Flow path outlet, 8c...First flow path, 8d...Second flow path, 9... Attachment part, 10... Flange part, 11... Dolly spring, 12... Dolly frame, 13... Axle, 14... Wheel, 15... Main electric motor, 21... Semiconductor element, 22... Accommodating part, 23... Heat sink, 31... First partition Plate, 32a, 32b...second partition plate, 33...third partition plate, 34...fourth partition plate, 41...heat receiving block, 42...cooling fin, 100...rail, 101...overhead line, 200...travel wind, 210... Traveling wind, 400...induced flow, P...high pressure area, Q...low pressure area.

Claims (5)

a slope provided on the bottom surface of the vehicle that slopes upward toward the cooling fins of a power conversion device having cooling fins provided on the bottom surface of the vehicle;
a flow path including a flow path inlet provided on the slope and a flow path outlet provided on a side surface of the vehicle;
a flange provided on the windward side of the vehicle running wind at the outlet of the flow path;
A power converter mounting structure comprising: A partition plate provided above the slope and separating a space above the slope,
The power converter mounting structure according to claim 1, wherein the flow path outlet is formed on a side surface of the vehicle located between the slope and the partition plate. The power converter mounting structure according to claim 1 or 2, wherein the flange portion is provided at least in a range where the flow path outlet is provided in the direction of gravity. The flow path includes a first flow path that is continuous with the flow path inlet and along the slope, and a second flow path that is continuous with the first flow path, extends in the direction of gravity, and is continuous with the flow path outlet. The power converter mounting structure according to any one of claims 1 to 3, comprising: vehicle and
a power conversion device provided on the bottom of the vehicle and having cooling fins;
a flow path that slopes upward toward the cooling fins of the power conversion device and includes a slope provided on the bottom surface of the vehicle; a flow path inlet provided on the slope; and a flow path outlet provided on the side surface of the vehicle. , and a power converter mounting structure including a flange provided on the windward side of the vehicle traveling wind at the outlet of the flow path;
A railway vehicle equipped with