JPH09193798A - Aerodynamic brake device for high-speed vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent an air flow stirred with an aerodynamic brake disc during the operation thereof front being blown to an overhead line by providing a plate type fin having plate surface positioned like an eaves bulged toward the brake disc, regarding a device for obtaining a brake force via the collapsing and erecting operation of an aerodynamic brake disc supported on a roof. SOLUTION: An aerodynamic brake disc 4 has a lower end held on a vehicular body 7 so as to be capable of freely turning. Also, a plate type fin 2 is connected to the free end of the aerodynamic brake disc at the breadthwise intermediate position, so as to be capable of turning. Furthermore. the fin 2 has the bulged end of the fin 2 journalled to the end of an idler link provided at a position opposite to the mounting position of an actuator 6 for erecting and collapsing the aerodynamic brake disc 4. The fin 2 is thereby made expandable and kept parallel to an overhand line 1. interlocked with the standing motion of the aerodynamic brake disc 4. The installation of the fin 2 prevents an air flow from being blown to the overhead line 1 at an aerodynamic braking process, and further prevents the overhead line 1 front being separated from a pantograph 10a.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an aerodynamic braking device for a high-speed railway vehicle using an aerodynamic brake plate, which is applied to the aerodynamic brake plate when the aerodynamic brake plate is opened and braking is performed by wind pressure. The present invention relates to an aerodynamic braking device that suppresses the vibration of an overhead wire due to an air flow and prevents the disconnection between the overhead wire and the pantograph.

[0002]

It has been a long time since the Shinkansen was put into practical use as a high-speed railway, but there are also linear motor cars capable of ultra-high-speed operation far exceeding this. Research is being conducted to realize even higher speeds on the Shinkansen.

By the way, in a high-speed railway vehicle such as the Shinkansen, the vehicle is guided by wheels on a track (track), and the wheels are driven to rotate by a motor while power is supplied by an overhead line installed above the track. Due to the structure of running the vehicle, braking is performed by regenerative braking or wheel friction braking.

However, the higher the speed, the more
Since braking by frictional force between wheels and rails is limited and a large braking cannot be obtained, a method for efficiently braking a high-speed railway vehicle by utilizing air resistance has been considered and studied.

As a typical braking system utilizing air resistance, there is a system utilizing an aerodynamic brake plate, and examples of research include those shown in FIGS. 4 and 5.
The prior art shown in FIGS. 4 and 5 will be described. FIG. 4 is a perspective view of a high-speed railway vehicle equipped with an aerodynamic braking device to which an aerodynamic brake plate as a prior art is applied, and FIG. 5 is a side view thereof.

In the figure, 1 is an overhead wire for power supply, and R
L is a railway track (track), 7 is a vehicle body, and 7a are wheels of the vehicle body 7. Further, 10 is a pantograph installed on the roof of the vehicle body 7, and a collector boat 10a that comes into contact with the overhead line 1 and receives electric power is attached to the upper part of the pantograph 10. The vehicle body 7 has wheels 7a on the track RL.
Is guided by the track RL, and the vehicle travels by driving the wheels 7a by a motor (not shown).

Although not shown, a wheel friction brake is attached to the wheel 7a, and the regenerative brake can be used by regenerating the motor. Reference numeral 4 denotes an aerodynamic brake plate of the aerodynamic braking device, which is installed on the roof of the vehicle body 7. The aerodynamic brake plate 4 is a rigid plate, the lower end side of which is rotatably supported by the hinge of the roof of the vehicle body 7, and the vicinity of the other end is a piston provided between the roof and the vehicle body 7. It is supported by an aerodynamic brake actuator 6 of a cylinder arm mechanism type which is adjustable in expansion and contraction by a cylinder. The aerodynamic brake plate 4 can be tilted up and down with respect to the roof of the vehicle body 7, that is, can be raised or tilted.

[0008] Normally, the aerodynamic brake plate 4 is normally laid down on the roof of the vehicle body 7 so as not to generate air resistance due to the aerodynamic brake plate 4, so that the aerodynamic force is applied when braking during high-speed running. Raise the brake plate 4 to generate air resistance for braking.

The air resistance D generated in the aerodynamic brake plate 4 is
As expressed by D = C _D · (½) ρv ² · S,
It is proportional to the area (cross-sectional area) S standing in the air flow.

Here, C _D is the resistance coefficient, ρ is the density of air, v is the flow velocity of air, and S is the area of the aerodynamic brake plate 4. Therefore, in order to increase / decrease the air resistance by opening / closing the aerodynamic brake plate in a high-speed vehicle and to obtain the maximum air resistance, the aerodynamic brake plate 4 is more advantageous as its area S is larger.

On the other hand, a railroad vehicle has a vehicle limit that can be safely passed by a moving body and does not collide with a stationary object. There is. Therefore, in order to obtain the maximum aerodynamic brake plate cross-sectional area within this vehicle limit, a relatively large space between the roof and the overhead line of the vehicle is used.

This is because the height and width of the vehicle are determined by habitability, weight, etc., and the overhead line is fixed, so that a relatively large space can be obtained only between the roof of the vehicle and the overhead line. is there.

Here, in order to increase the area of the aerodynamic brake plate 4 so that the air resistance can be maximized, the space between the roof of the vehicle and the overhead wire is fully utilized. In this case, the aerodynamic brake plate is used. When 4 is erected, the upper end will approach the overhead line 1.

However, while the air resistance is increased in this way, the airflow 9 generated by the aerodynamic brake plate 4 is only escaped from the aerodynamic brake plate 4 in three directions, that is, above and in the left and right directions. In particular, since the upper end of the plate is close to the overhead wire, the upward airflow vibrates the overhead wire 1 strongly, thereby vibrating the overhead wire 1 violently up and down. Therefore, when the aerodynamic brake is used, there is a drawback that a disconnection occurs between the collecting boat of the pantograph 10 and the overhead line.

It is also possible to increase the number of pantographs to provide redundancy in the number of pantographs installed in one train in order to ensure the energization of other pantographs even if a disconnection occurs. Even if it does, the airflow may be disturbed by the aerodynamic brake plate so that the current collection boat does not follow the overhead wire due to the buoyancy generated by the current pantograph. Not only can the turbulence (dance) of the vehicle be prevented, but the noise generated by the running of the vehicle also increases in proportion to the number of pantographs, and there is no merit.

There is also a method of strongly pressing the current collecting boat with a pantograph in order to prevent the overhead line dance, but in this case the current collecting boat and the overhead line are in strong sliding contact with each other, so that Maintenance costs will come to be high this time, such as shortening the life.

[0017]

The braking of a high-speed railway vehicle is performed by a regenerative brake or a wheel friction brake. However, as the vehicle travels at a higher speed, the frictional force between the wheel and the rail is limited, and a large braking can be obtained. Since it does not exist, a method for efficiently braking a high-speed railway vehicle by using air resistance has been studied and studied.

As a typical method using air resistance, a plate-shaped aerodynamic brake plate is projected outside the vehicle during braking, and the wind pressure received by the plate is used to brake the vehicle. There is a braking system, and in this case, in order to obtain the maximum aerodynamic brake plate area due to the vehicle limit, a relatively large space between the roof of the vehicle and the overhead wire is used.

To increase the area of the aerodynamic brake plate,
Since it is best to stand up the aerodynamic brake plate in the space between the roof of the vehicle and the overhead line, when you set up the aerodynamic brake plate installed on the roof, you will get close to the overhead line. . However, in this case, the air flow blown by the aerodynamic brake plate flows upward and leftward and rightward of the aerodynamic brake plate, and especially the airflow directed upwards hits the overhead wire and vibrates the overhead wire violently up and down. Then, due to the vertical vibration of the overhead line, a disconnection occurs between the collector boat of the pantograph and the overhead line.

In order to ensure the energization of other pantographs even if a disconnection occurs, it suffices to increase the number of pantographs so that the current collecting boat follows the vertical movement of the overhead line. Due to the buoyancy generated, there is a risk that the airflow will be disturbed by the aerodynamic brake plate so that the current collector boat does not follow the overhead line, and basically even if the pantograph is made redundant, the vertical vibration of the overhead line is disturbed (dancing; (Oscillation) cannot be prevented, and the noise generated when the vehicle runs is increased in proportion to the number of pantographs, which has no merit.

It is also conceivable that the collector boat is strongly pressed with a pantograph to prevent the overhead line dance, but in this case the collector boat and the overhead line are in strong sliding contact with each other, so the collector boat and the overhead line This will lead to faster wear and shorten the service life, and maintenance costs will increase.

When the overhead wire is violently rocked up and down and the overhead wire is separated from the pantograph, the power supply to the running vehicle is stopped. Therefore, various control devices and drive devices mounted on the vehicle including the aerodynamic braking device are stopped. , The air conditioner, lighting, etc. will be affected and the operation of the vehicle will be hindered.

Therefore, there has been a strong demand for the development of a technique capable of suppressing the generation of air flow acting on the overhead wire and suppressing the disturbance (dancing) of the vertical vibration of the overhead wire by the aerodynamic brake plate. The present invention has been made in view of the above circumstances, and an object thereof is to suppress the generation of airflow acting on the overhead line even if the area of the aerodynamic brake plate is large, and therefore, the aerodynamic brake plate can be used to raise and lower the overhead line. An object of the present invention is to provide an aerodynamic braking device for a high-speed vehicle that can suppress vibration disturbance (dancing) and enable efficient braking due to the large area of the aerodynamic brake plate.

[0024]

In order to achieve the above object, the present invention is configured as follows. That is, the collector boat on the pantograph is brought into contact with the overhead line, and is installed on the roof of the vehicle traveling at high speed by driving the drive source by feeding power from the overhead line to the aerodynamic force with one end pivoted on the roof. A brake plate, a raising / lowering operation mechanism for raising and lowering the aerodynamic brake plate on the roof, and a rotatably attached to at least a free end side of the aerodynamic brake plate. It is composed of a plate-shaped fin that can hold the attitude of protruding like a canopy, and a parallel holding mechanism that keeps the fin parallel or nearly parallel to the contact line contact surface of the collector boat of the pantograph. Also,
The fins are arranged so as to correspond to the arrangement area of the collector boat of the pantograph.

Further, on the roof of the vehicle, there is provided a rectifying member for adjusting the streamline of the air flow in the vicinity of the position where the aerodynamic brake plate in the inverted state is arranged. In such a configuration, when the aerodynamic brake plate is raised on the roof of the vehicle and the aerodynamic brake is acted by wind pressure, the plate located in the eaves-like shape is located on the free end side of the aerodynamic brake plate. The fins make it possible to prevent the airflow generated by the aerodynamic brake plate from flowing in the overhead line direction.
When the aerodynamic brake plate is laid down on the vehicle roof, the fins also lie down on the roof.

It is desirable that the overhead line be stable and stationary even if the aerodynamic brake plate installed on the roof of a high-speed vehicle is raised vertically. Therefore, in order to allow the airflow generated by the aerodynamic brake plate to flow only in the left-right direction of the aerodynamic brake plate and prevent the airflow from flowing above the overhead line, one end side is pivotally mounted on the roof in the present invention. Further, fins are arranged like eaves at least at the center of the free end side of the aerodynamic brake plate so as to suppress the exciting air current of the overhead wire.

In the present invention, the fin always faces the overhead wire at the end opposite to the end of the hinge line for opening and closing the aerodynamic brake plate with respect to the aerodynamic brake plate installed on the roof. Was installed so that it was almost parallel to the roof.
The total width of the fins seen from the installation direction of the overhead wire does not need to extend over the entire width of the aerodynamic brake plate, and it is sufficient if the overhead wire is not directly exposed to the air flow, so it is almost the same width as the collector boat on the pantograph. .

Further, when the aerodynamic brake plate is closed to the roof side, the fins do not receive aerodynamic resistance, so that the fins need to be parallel to the overhead wire even when stored on the roof. The front and rear of the brake plate and fins should be provided with fairings to ensure a smooth air flow (reduce air resistance). In addition, the fins must always translate in parallel to the overhead line in order to keep the overhead line from flowing in the course of movement of the aerodynamic brake plate from its closed position to its open position. A mechanism was used to maintain parallelism at all times. As a parallel holding mechanism, there is a method using the principle of parallel four-bar link.

Further, in the present invention, since the parallel holding mechanism is provided, both the aerodynamic brake plate and the fin are parallel to the overhead wire and the roof surface when the aerodynamic brake plate is in the closed position and stored.
In addition, since there is a rectifying member (fairing) that regulates the flow lines of the airflow in the front and rear, air resistance can be suppressed to a small level.

When a high-speed vehicle tries to obtain braking by air resistance, the aerodynamic brake plate is operated, but from its closed position (down position) to its open position (upright position),
Since the fins move almost in parallel, it does not hit the overhead line, and because the fins are in front of the overhead line even in the open position, the airflow that collides with the aerodynamic brake plate flows upward from the part without fins or flows to the left and right. Since it is unavoidable, the overhead line will be stationary without being affected by the aerodynamic brake plates, so the probability that the overhead line will separate from the pantograph will be significantly reduced compared to when there is no fin. You.

Therefore, the cross-sectional area of the aerodynamic brake plate should be as large as possible within the vehicle limit, and the open position of the aerodynamic brake plate does not give airflow to the overhead line, and the open / close position of the aerodynamic brake plate is, of course, Even during the operation on the way, the vertical vibration of the overhead line can be suppressed without directly applying the air current to the overhead line.

[0032]

BEST MODE FOR CARRYING OUT THE INVENTION The present invention is a device for increasing or decreasing aerodynamic resistance by an aerodynamic brake plate installed in a space above a roof of a high-speed railway vehicle which supplies an electric power source from an overhead wire via a pantograph. In an aerodynamic brake device having a drive device for rotatably supporting a lower end portion of a brake plate on a vehicle body and for opening and closing the aerodynamic brake plate, an aerodynamic brake plate is provided at an end opposite to a vehicle body side supporting end. , A fin mounted so as to be rotatable at the center, and a fin supported rotatably on the vehicle body, and the other end is rotatably coupled at the end of the fin to form a parallel plate with the aerodynamic brake plate. It is composed of an idler link that constitutes a nodal link, and the idler link, fins and aerodynamic brake plate form an approximately parallelogram, and the aerodynamic brake plate is in the stored position (closed position) state and operation. In the open position, the fins move substantially parallel to the overhead wire even during the course of operation, which suppresses the increase in air resistance during traveling and also keeps the roof above the roof when braking with aerodynamic brakes. By forcing the flow path of the air flow that is opened by the open aerodynamic brake plate to flow left and right by the restraining action of the fins provided at the free end of the aerodynamic brake plate, and by not directly applying the air flow to the overhead line, It is intended to prevent the overhead wire from coming off from the pantograph, and a specific example of the present invention will be described below in detail with reference to the drawings.

FIG. 1 is a perspective view of a high-speed vehicle equipped with the aerodynamic brake device of the present invention, FIG. 2 is a side view of the aerodynamic brake device of the present invention, and FIG. 3 is a rear view of the aerodynamic brake device of the present invention. FIG.

As shown in FIGS. 4 and 5, it has been already researched to raise and lower the aerodynamic brake plate itself on the vehicle body roof in a high-speed vehicle, and there are many known ones. .

In FIG. 1, reference numeral 1 is an overhead wire for power supply,
RL is a railway track (track), 7 is a vehicle body, and 7a are wheels of the vehicle body 7. Further, 10 is a pantograph installed on the roof of the vehicle body 7, and the pantograph 10
The upper part of the ship is a collector boat 10a that contacts the overhead line 1 to receive electric power.
Is attached. Although not shown, the vehicle body 7
Is guided to the track RL by placing wheels on the track RL, and travels by driving the wheels by a motor (not shown).

Although not shown, wheel friction brakes are attached to the wheels, and the regenerative brake can be used by regenerating the motor. Further, 40 is an aerodynamic braking device to which the present invention is applied, and 4 is an aerodynamic brake plate of the aerodynamic braking device 40, which is installed on the roof of the vehicle body 7. The aerodynamic brake plate 4 is, for example, a rectangular and rigid plate body, the lower end side of which is rotatably supported on the roof of the vehicle body 7 by a hinge, and the vicinity of the other end side (free end side) of the vehicle body. 7 is attached to and supported by the other end of an aerodynamic brake actuator 6 of a cylinder rod mechanism type which is freely expandable and contractable by a piston and a cylinder, one end of which is rotatably supported on the roof. The aerodynamic brake actuator 6 is configured to move a piston in a cylinder by, for example, hydraulic pressure, and a rod is attached to the piston coaxially with the cylinder. By moving the piston, the rod length protruding from the cylinder is changed to expand and contract. That is the structure.

The aerodynamic brake plate 4 can be moved up and down with respect to the roof of the vehicle body 7, that is, can be stood up and down by extending and contracting the aerodynamic brake actuator 6.

Usually, the aerodynamic brake plate 4 is laid down on the roof of the vehicle body 7 so as not to generate air resistance due to the aerodynamic brake plate 4, so that the aerodynamic force is applied when braking is performed during high speed running. Raise the brake plate 4 to generate air resistance for braking.

Further, in the aerodynamic braking device 40 according to the present invention, the aerodynamic brake plate 4 is so arranged that the flow direction of the airflow 9 generated when the aerodynamic brake plate 4 is raised is mainly on both sides of the aerodynamic brake plate 4. A horizontal wing-like fin 2 is attached to the center of the free end. The fins 2 are arranged such that their centers are located at the centers of the aerodynamic brake plates 4, and are arranged in an eaves-like shape that extends toward the aerodynamic brake plates 4 in the longitudinal direction of the vehicle body 7.

FIG. 2 is a side view of the aerodynamic braking device 40 installed on the roof of the vehicle body 7, and FIG. 3A is a rear view of the aerodynamic braking device 40. 2B is a plan view of FIGS. 2 and 3A.

As shown in these figures, the lower end of the aerodynamic brake plate 4 is rotatably supported by a hinge 4a provided on the vehicle body 7, and the fins 2 are provided at at least both ends of the central position thereof. It is rotatably attached to the free end side of the aerodynamic brake plate 4 by the hinge 2a.

The fin 2 is a plate body smaller than the aerodynamic brake plate 4. The fin 2 is pivotally supported by the protruding end of the fin 2 at the tip of an idler link 3 provided on the side opposite to the side where the aerodynamic brake actuator 6 is attached, and the other end of the idler link 3 is mounted on the vehicle body 7. It is rotatably supported by a hinge 2a provided on the roof.

The length of the idler link 3 is set so that the fins 2 are parallel or substantially parallel to the roof of the vehicle body 7 and the overhead line 1. Further, the idler link 3 and the aerodynamic brake plate 4 are set to be in a parallel positional relationship. The idler link 3, the aerodynamic brake plate 4 and the fin 2 form a parallel four-bar link.

In FIG. 2, the storage position of the aerodynamic brake plate 4 (the "closed position", that is, the position in which it is laid down on the roof), the orientation of the fins 2 in the intermediate operating condition, and the aerodynamic brake plate are shown. The four deployed positions (“open” position, that is, the standing position) are shown in phantom at the same time.

The method for fixing the open position of the aerodynamic brake 4 is to incorporate a lock mechanism (fixed state holding mechanism) which can be released by remote control in the aerodynamic brake actuator 6, and the closed position can also be released by remote control. A known mechanism in which a lock mechanism is built-in or which is fixed by a hook, a latch or the like that can be released by remote control from the outside may be used.

The fin 2 is operated in the extending direction when the hydraulic pressure is applied to the "open" side of the aerodynamic brake actuator 6, that is, the hydraulic pressure is applied to the cylinder constituting the aerodynamic brake actuator 6 and the piston is pushed. Then, the aerodynamic brake plate 4 rises up, and at the same time, the hinge line 8 of the idler link 3 is placed on the roof of the vehicle body 7 so that the idler link 3 is restrained to the open position and moves substantially parallel to the overhead line. 3 hinges 3a shall be installed.

In order to prevent the airflow 9 from flowing upwards (in the direction of the overhead line) no matter which direction the vehicle travels on the track, the fins 2 and the aerodynamic brake plate 4 should be considered except for the idler link 3. It must be T-shaped when viewed from the side.

That is, the shape of the fins 2 at the open position of the aerodynamic brake plate 4 is such that the airflow 9 colliding with the aerodynamic brake plate 4 does not act on the overhead line 1 no matter which direction the vehicle travels. (Excluding the idler link 3) The fins 2 and the aerodynamic brake plate 4 need to be T-shaped.

In order to maximize the area of the aerodynamic brake plate 4 and prevent the air flow 9 colliding with the aerodynamic brake plate 4 from acting on the overhead line 1, the free end side of the aerodynamic brake plate 4 is connected to the collector boat 10a. It is parallel to the plate surface, the plate surface of the fins 2 is parallel to the plate surface of the current collector boat 10a, and the left and right widths of the fins 2 are the width of the current collector boat 10a at the top of the pantograph 10 (length. L1 minutes) or more, and normally, in a high-speed railway vehicle, the pantograph 10 and the current collecting boat 10a are smaller than those of a conventional railway vehicle, so that the vehicle is as compact as possible within a range satisfying the conditions. Select the dimensions. Further, the front projection length L2 (or the rear projection length L3) of the fin 2 is determined by a wind tunnel test or calculation to determine an optimum dimension.

The idler link 3 receives a compression / tensile load, but does not buckle against the compression load, and the aerodynamic brake plate 4
In order to prevent the aerodynamic brake plate 4 from interfering with the aerodynamic brake plate 4 even when the aerodynamic brake plate 4 is stood up due to the connection of the rod end ends of the aerodynamic brake actuator 6 in FIG.
As shown in (a), the idler link 3 must be formed in a triangular shape, and the central portion of the triangular area needs to be an opening portion.
For storage, it is assumed that the entire aerodynamic brake plate 4 is arranged so as to have low air resistance.

Naturally, before and after the portion where the aerodynamic brake plate 4, the idler link 3 and the fins 2 are overlapped with each other, the turbulence of the airflow is generated so that the air resistance becomes low when the aerodynamic brake plate 4 is in the closed position. The fairing 5, which is a rectifying member for adjusting the streamline of the airflow so as not to occur, is attached. The fairing 5 is a panel having a streamlined cross section.

The present apparatus having the above-mentioned structure has an aerodynamic brake actuator 6 when the aerodynamic brake is not required.
By removing the hydraulic pressure from the cylinder and reducing it, the aerodynamic brake plate 4 is closed and placed at the position of CL lying down on the roof of the vehicle body. In this state, the aerodynamic brake plate 4 including the fins 2 and the idler link 3 is hidden behind the fairing 5, so that there is no fear of disturbing the airflow during running.

Next, when the aerodynamic brake is operated in the traveling state, the hydraulic operating mechanism (not shown) controls the hydraulic pressure of the cylinder of the aerodynamic brake actuator 6 to apply the aerodynamic brake. The actuator 6 is extended. As a result, the aerodynamic brake plate 4 that was closed and fell down on the roof of the vehicle body
Is a state in which the free end side rises around the hinge 4a as the aerodynamic brake actuator 6 extends and is in the A position.
After the position state, it rises to the ST state and becomes the open state.

At this time, the fins 2 attached to the free end side of the aerodynamic brake plate 4 while being supported by the hinge 2a at the center thereof are arranged parallel to the overhead line 1 so that the idler link 3 and the aerodynamic brake plate 4 are arranged. Since it forms a parallel four-bar link together with 4, it operates so as to keep parallel to the overhead wire 1 and the roof surface in conjunction with the rising of the aerodynamic brake plate 4.

When the aerodynamic brake plate 4 rises to the ST state and is in the fully open state, maximum aerodynamic braking can be performed. In this state, the position of the fins 2 is the closest distance to the overhead line 1. It is in. Then, the airflow generated by being hit by the aerodynamic brake plate 4 flows to the left and right of the aerodynamic brake plate 4, and flows upward only in a region other than the region where the fins 2 are present. Then, the region where the fin 2 is present does not flow because it hits the fin 2 and is blocked. In particular, since the fins 2 project in the traveling direction of the vehicle, the airflow which flows along the inner wall surface of the fins 2 in the traveling direction of the vehicle is pushed back by the air hitting the aerodynamic brake plate 4, It does not flow over 2 and flow.

Moreover, since the fins 2 are parallel to the overhead line 1, the generation of an air flow that vibrates up and down with respect to the overhead line 1 is suppressed, and the free end of the aerodynamic brake plate 4 comes close to the overhead line 1. Despite being located, since there is no air flow over the overhead line 1, the vertical swing of the overhead line 1 is suppressed.

Therefore, even if the aerodynamic braking device 40 is installed on the roof of a high-speed vehicle and the area of the aerodynamic brake plate 4 is at the vehicle limit, the overhead wire 1 does not swing in the vertical direction. It is possible to achieve efficient aerodynamic braking by increasing the area of the aerodynamic brake plate 4 without disconnection, and because there is no disconnection, increase / decrease control of air resistance by the aerodynamic brake plate can be performed with sufficient power supply. It will be possible. Therefore, speed adjustment at high speed can be stably performed. Further, since it is not affected by the mechanism and shape of the pantograph, it is not necessary to modify the buoyancy generating mechanism of the existing pantograph, and it is possible to obtain an aerodynamic braking device that can be mounted on a vehicle and used.

The present invention is installed on the roof of a vehicle traveling at high speed by bringing a collector boat on a pantograph into contact with an overhead line and driving a drive source by feeding power from the overhead line to the pantograph. A pivotally supported aerodynamic brake plate, a tilting operation mechanism for tilting the aerodynamic brake plate on the roof, and an aerodynamic brake plate rotatably attached to at least the free end side of the aerodynamic brake plate. On the other hand, it is composed of a plate-shaped fin that can hold the posture in which the plate surface protrudes like an eaves, and a parallel holding mechanism that keeps the fin parallel to the contact line contact surface of the collector boat of the pantograph. Then, when the aerodynamic brake plate is raised on the roof of the vehicle and the aerodynamic brake is applied by wind pressure, the plate-shaped fins are located on the free end side of the aerodynamic brake plate so that the plate surface protrudes like a canopy. , It prevents the air flow generated by the aerodynamic brake plate from flowing in the overhead line, and when the aerodynamic brake plate is laid down on the roof of the vehicle, the fins are also laid down on the roof.

It is desirable that the overhead line be stable and stationary even if the aerodynamic brake plate installed on the roof of a high-speed vehicle is raised vertically. Therefore, the airflow generated by the aerodynamic brake plate is made to flow only in the left and right direction of the aerodynamic brake plate, and one end side is pivotally mounted on the roof so that the airflow does not flow above the overhead line. A fin at least in the center of the free end side so that when the aerodynamic brake plate is stood up, the fins protrude like eaves, and the overhead air line is prevented from being blown up by the aerodynamic brake plate. The purpose of this is to suppress the exciting airflow that is swung to the right.

That is, the fins are attached to the end opposite to the end of the hinge line where the aerodynamic brake plate on the roof opens and closes so that the fin is always substantially parallel to the overhead line. The width of this fin does not need to extend over the entire width of the aerodynamic brake plate, as long as the catenary wire is not directly exposed to the air flow, it can be estimated that it is at least as wide as the collector boat on the pantograph.

When the aerodynamic brake plate is closed on the roof side, the fins do not receive aerodynamic resistance, so the fins must be parallel to the overhead wire even when the fins are stored on the roof. Both the aerodynamic brake plate and the fins need to be provided with fairings at the front and back to ensure a smooth air flow (reduce air resistance). Furthermore, the fins must always move parallel to the overhead wire so that the overhead wire is not exposed to the air flow even during the operation from closing to opening. There is. Of course, other than the parallel four-bar link, a mechanism using a gear, a chain or the like may be used.

When the aerodynamic brake plate is closed and housed, both the aerodynamic brake plate and the fins are parallel to the overhead wire, and there are fairings in the front and rear, so the air resistance can be kept small.
When a high-speed vehicle tries to obtain braking by air resistance, it will activate the aerodynamic brake plate, but since the fins move in almost parallel between the closed position and the open position, the overhead line will not be lifted and the Since the fins are in front of the overhead line even at the position, the airflow colliding with the aerodynamic brake plate must flow to the part without the fins or to the left and right even in the upper part, so the overhead line is stable and not affected by the aerodynamic brake plate. However, the probability that the overhead line will leave the pantograph will be much less than if there were no fins.

The action of the fins is similar to that of water skis on the left and right sides of a ski, and the backs and feet of the skis are not exposed to water. To prevent water (air flow) from coming into contact with the feet (“catenary”). This action of the fins prevents the overhead wire from vertically swinging due to the air flow generated in the aerodynamic brake plate.

Therefore, according to the present invention, within the vehicle limit,
Ensure the cross-sectional area of the aerodynamic brake plate as large as possible, do not give airflow tilt to the overhead line at the open position of the aerodynamic brake plate, and not only at the open / close position of the aerodynamic brake plate, but also during the intermediate operation. Since it is possible to suppress the vertical vibration of the overhead line without directly applying airflow to the vehicle, it is possible to apply an effective aerodynamic brake, and even when the aerodynamic brake is applied, the vertical vibration of the overhead line can be suppressed. It is possible to provide an aerodynamic braking device capable of maintaining contact between the current collecting boat and the overhead line by suppressing the above.

In the above embodiment, one vehicle has one finned aerodynamic brake plate. However, in the case of a plurality of vehicle trains, the finned aerodynamic brake plate 4 is provided for each vehicle or There will be a plurality of configurations, such as one in several, but in that case, a laminar flow such as the finned aerodynamic brake plate located at the rear or the finned aerodynamic brake plate located at the front in the pantograph. Can not be expected, and the aerodynamic brake plate will be "open" to some extent in turbulent flow, but since the direct air flow to the overhead line is suppressed, there is basically no tilt from below the overhead line due to the aerodynamic brake plate. It will be stable. The same applies to the case where the fin-equipped aerodynamic brake plates 4 are installed at intervals in one vehicle. It is needless to say that the present invention is not limited to the above-mentioned embodiments, and can be appropriately modified and carried out within the scope of the invention.

[0066]

As described above in detail, according to the present invention, the overhead line of the air flow generated by being swung by the aerodynamic brake plate is attached to the upper end of the aerodynamic brake plate mounted on the roof of the vehicle so as to be openable and closable (retractable). By installing fins that block the flow to the side, when opening the aerodynamic brake plate installed on the roof in a high-speed vehicle and operating the aerodynamic brake, swing the overhead wire up and down to prevent the airflow from being blown up. Since there is no, the overhead wire will not be separated from the pantograph, and also
Since there is no disconnection, it is possible to control the increase / decrease of air resistance by the aerodynamic brake plate with sufficient power supply. Therefore, the speed can be adjusted stably at high speeds, the buoyancy generating mechanism of the existing pantograph does not need to be modified, or even if a new pantograph is developed, the mechanism and shape of the pantograph are not affected. An available aerodynamic braking device can be provided. In particular, the fact that there is no need to modify the buoyancy generation mechanism of the existing pantograph means that the current collector boat and the overhead line do not have to make strong sliding contact, and excessive wear of the current collector boat and overhead line can be suppressed. There is also an advantage that there is no obstacle that increases the burden of maintenance.

[Brief description of the drawings]

FIG. 1 is a diagram for explaining an embodiment of the present invention,
1 is a perspective view showing a high-speed railway vehicle equipped with the aerodynamic braking device of the present invention.

FIG. 2 is a diagram for explaining an embodiment of the present invention,
The side view which shows the structure of the aerodynamic braking device of this invention.

FIG. 3 is a diagram for explaining an embodiment of the present invention,
2A is a view taken along the line AA of FIG. 2, and FIG. 3B is a view of FIG. 3A.
-B arrow view.

FIG. 4 is a diagram for explaining the prior art, and is a perspective view showing a high-speed railway vehicle equipped with an aerodynamic braking device studied as the prior art.

FIG. 5 is a view for explaining the prior art and is a side view showing a configuration of an aerodynamic braking device that has been studied as the prior art.

[Explanation of symbols]

 1 ... Overhead wire 2 ... Fin 3 ... Idler link 4 ... Aerodynamic brake plate 5 ... Fairing 6 ... Aerodynamic brake / actuator 7 ... Vehicle body 7a ... Wheels 8 ... Idler link / hinge line 9 ... Air flow 10 ... Pantograph 10a ... Electric boat 40 ... Aerodynamic braking system RL ... Orbit.

 ─────────────────────────────────────────────────── ─── Continued Front Page (72) Inventor Minoru Okano 10 Oemachi, Minato-ku, Nagoya, Aichi Prefecture Mitsubishi Heavy Industries, Ltd. Nagoya Aerospace Systems Works

Claims (4)

[Claims] 1. A collector boat on a pantograph is installed on the roof of a vehicle traveling at high speed by contacting an overhead line with electric power supplied from the overhead line by a pantograph, and one end side of which is pivotally supported on the roof. Aerodynamic brake plate, a tilting operation mechanism for tilting the aerodynamic brake plate on the roof, and a position that opposes the overhead wire and is rotatable at least to the free end side of the aerodynamic brake plate. A plate-shaped fin that is attached to the aerodynamic brake plate and can be arranged so that the plate surface protrudes like a canopy, and a parallel holding mechanism that keeps the fin parallel or nearly parallel to the roof. An aerodynamic braking device for a high-speed vehicle, characterized by: 2. A collector boat on a pantograph is placed on the roof of a vehicle traveling at high speed by contacting an overhead line with electric power supplied from the overhead line to drive a drive source, and one end side of which is pivotally supported on the roof. Aerodynamic brake plate, a tilting operation mechanism for tilting the aerodynamic brake plate on the roof, and a position that opposes the overhead wire and is rotatable at least to the free end side of the aerodynamic brake plate. A plate-shaped fin that is attached to the aerodynamic brake plate so that the plate surface can be arranged so as to project like a canopy, and a parallel holding mechanism that keeps the fin parallel or nearly parallel to the roof, An aerodynamic braking device for a high-speed vehicle, comprising: a rectifying member that adjusts a streamline of an airflow in the vicinity of a position where an aerodynamic brake plate that is in an inverted state is arranged on a roof. 3. The aerodynamic braking device for a high-speed vehicle according to claim 1, wherein the fin disposition area corresponds to at least the disposition area of the current collecting boat on the pantograph. 4. The aerodynamic braking device for a high speed vehicle according to claim 1, wherein the fin has a structure in which the center of the plate surface is supported on the free end side of the aerodynamic brake plate.