KR102026265B1 - Aerodynamic braking system for railway vehicle - Google Patents

Abstract

The aerodynamic brake device for a railroad vehicle includes a braking part which is connected to the fixed part by a first side connected to the fixed part through a fixing part and a rotating part embedded in a buried space of a loop of the railroad car, and the railroad vehicle operates. The braking part overlaps the fixing part and is embedded in the buried space, and when the railway vehicle is braked, the braking part rotates the rotating part with respect to the fixing part with a rotating shaft to prevent the loop of the railway vehicle. Characterized in that it is positioned to be inclined outward.

Description

Aerodynamic braking system for railway vehicles {AERODYNAMIC BRAKING SYSTEM FOR RAILWAY VEHICLE}

The present invention relates to an aerodynamic braking device, and more particularly, to an aerodynamic braking device for a railway vehicle that is applied to the upper or roof of the railway vehicle to control the air flow generated during braking to maximize the aerodynamic braking force and minimize the generation of aerodynamic noise. It is about.

In recent years, the speed of railroad cars has progressed, and various aerodynamic brakes have been researched and developed to slow down railroad cars.

For example, an aerodynamic braking device that generates a braking force by developing an aerodynamic brake plate disclosed in Japanese Laid-Open Patent Publication No. 2003-002194 is a linear that is fixed to a vehicle body and extends in a vertical plane perpendicular to the traveling direction of the vehicle. The guide rail, the linear guide block mounted on the aerodynamic brake plate and slidably fitted to the linear guide rail, and the aerodynamic brake plate are installed between the aerodynamic brake plate and the vehicle body, protruding the aerodynamic brake plate to the outside above or to the side of the vehicle body. It is equipped with the deployment means to make it expand.

However, aerodynamic braking device designed to improve the braking performance more effectively in consideration of the generation characteristics of the air resistance of the aerodynamic brake plate during braking for high speed driving has not been developed yet.

In addition, it is common for railroad cars to travel in a reciprocating manner, not only in one direction. Such aerodynamic brakes are deployed in one direction irrespective of the traveling direction of the installed railroad cars. As a result, when the driving in the reverse direction, the characteristics of the aerodynamic brake braking force are changed, and many foreign matters are introduced into the aerodynamic brake, so that the failure probability may be increased.

As described above, the development direction of the aerodynamic brake plate varies according to the traveling direction of the railway vehicle, and the aerodynamic brake plate has not been designed aerodynamically.

Japanese Patent Laid-Open No. 2003-002194

Therefore, the technical problem of the present invention was conceived in this respect, the object of the present invention is to maximize the braking force of the aerodynamic brake plate in the narrow space of the railroad car, suppress the flow separation generated around the aerodynamic brake plate to generate aerodynamic noise Minimize, and the aerodynamic braking device for the railway vehicle to maximize the stability and reliability of the aerodynamic braking device by varying the operation direction of the aerodynamic brake device according to the direction of the railway vehicle.

Aerodynamic braking apparatus for a railway vehicle according to an embodiment for realizing the object of the present invention is connected to the fixing portion is the first side is connected to the fixing portion through a fixing portion and a rotating portion embedded in the roof space of the railway vehicle It includes a braking portion rotated with respect to.

When the rail vehicle is driven, the brake part overlaps with the fixing part and is embedded in the buried space. When the rail vehicle is braked, the brake part rotates the rotating part with respect to the fixing part by a rotation axis. Characterized in that it is positioned to be inclined to the outside of the roof of the railway vehicle.

In one embodiment, a plurality of pin members may be formed on the upper surface of the braking part, extending in a direction parallel to the flow direction of air, and spaced apart from each other at predetermined intervals.

In one embodiment, both sides of the braking portion may be formed fence portion to rotate toward the braking portion or the fixing portion.

In one embodiment, the fence portion may be located perpendicular to the extended surface of the braking portion, when braking the railway vehicle.

In one embodiment, the second side of the brake portion may be formed with a tooth portion that rotates at a predetermined angle with respect to the braking portion, a plurality of upwardly inclined surfaces and a plurality of downwardly inclined surfaces.

In one embodiment, during braking of the railway vehicle, the flowing air may pass through the space formed by the up and down slopes adjacent to each other.

In one embodiment, one side of the braking portion may be formed with a tooth angle adjusting portion for adjusting the rotation angle of the tooth portion.

In one embodiment, when the braking portion is embedded in the buried space, the upper surface of the braking portion is preferably located on the same line as the upper surface of the loop, but may be located higher or lower than the upper surface of the loop. have.

In an embodiment, the driving unit may further include a driving unit for selectively driving at least one of the braking unit, the fence unit, and the tooth unit.

In one embodiment, the braking unit and the second side of the fixing unit is also connected to each other via a rotating unit, the first side or the second side of the braking unit is selectively rotated according to the traveling direction of the railroad vehicle so that the braking unit May be positioned to be inclined to the outside of the roof of the railway vehicle.

In one embodiment, a first coupling portion is formed on the first side of the braking portion, a second coupling portion is formed on the second side, and the fixing portion is coupled to each of the first and second coupling portions, A locking part including first and second locking parts selectively releasing the engagement according to a moving direction, and a rotation adjusting part for adjusting a rotation direction of the braking part when the locking part and the braking part are released; It may include.

In one embodiment, the rotation adjustment unit may include a moving unit for moving in a direction opposite to the traveling direction of the railroad vehicle and a rotating unit for rotating the first side or the second side toward the upper side in accordance with the movement of the moving unit. .

In one embodiment, the first side of the rotating part may be engaged with the moving part through a rotating part, and the second side may be fastened with the braking part through a rotating part.

In one embodiment, the braking unit may be rotated in the same direction as the rotation direction of the rotating unit by the rotation of the rotating unit.

In an embodiment, the control unit may further include a departure prevention part formed on a bottom surface of the braking part and in contact with the first and second coupling parts.

According to the embodiments of the present invention, as the pin members, the teeth, and the fence portion, which can suppress the flow separation, are formed in the braking portion, the conventional aerodynamic braking device is simply configured in the form of a flat plate, and thus cannot control air flow. The problem of increased aerodynamic noise due to turbulence can be solved.

In addition, by suppressing the surface pressure loss of the braking part to maximize the aerodynamic braking force due to the pressure difference generated in the running railway vehicle, it is effective to reduce the vibration generated in the railway vehicle to enable more stable running.

In addition, each of the pin members, the tooth portion and the fence portion is selectively controlled by the driving portion, so that when the railway vehicle is traveling at a high speed, the pin members, the teeth, and the fence portion are kept folded, so as not to disturb the traveling of the railway vehicle and the flow of air. You may not.

In addition, the braking unit variably rotates in the direction of the railroad vehicle according to the direction in which the railroad vehicle travels, thereby exhibiting an optimal aerodynamic braking effect even when the railroad vehicle is rotated in the reverse direction.

1 is a perspective view showing an aerodynamic brake device according to an embodiment of the present invention.
FIG. 2 is an enlarged view of an 'A' portion of the aerodynamic brake of FIG. 1.
3 is a side view showing the aerodynamic brake of FIG.
4 is a schematic diagram showing a state in which the aerodynamic brake of FIG. 1 is embedded in a roof of a railway vehicle.
5 is a block diagram illustrating a control operation state of a driving unit of the aerodynamic brake of FIG. 1.
6 is a schematic diagram showing a state in which air flows in the fence portion and the toothed portion of the aerodynamic brake of FIG.
7A and 7B are schematic diagrams for explaining the effect of suppressing the surface pressure loss of the braking portion by the fence portion of FIG. 6.
8 is a schematic diagram showing an aerodynamic brake apparatus according to another embodiment of the present invention.
FIG. 9 is a bottom view of the aerodynamic brake of FIG. 8 viewed from below. FIG.
FIG. 10 is a schematic diagram illustrating a state in which the aerodynamic brake of FIG. 8 performs braking when the railroad vehicle proceeds in one direction.
FIG. 11 is a schematic diagram illustrating a state in which the aerodynamic brake of FIG. 10 performs braking when a railroad vehicle proceeds in a direction opposite to the one direction.

As the inventive concept allows for various changes and numerous modifications, the embodiments will be described in detail in the text. However, this is not intended to limit the present invention to a specific disclosed form, it should be understood to include all modifications, equivalents, and substitutes included in the spirit and scope of the present invention. In describing the drawings, similar reference numerals are used for similar elements. Terms such as first and second may be used to describe various components, but the components should not be limited by the terms.

The terms are used only for the purpose of distinguishing one component from another. The terminology used herein is for the purpose of describing particular example embodiments only and is not intended to be limiting of the present invention. Singular expressions include plural expressions unless the context clearly indicates otherwise.

In this application, the terms "comprise" or "consist of" are intended to indicate that there is a feature, number, step, operation, component, part, or combination thereof described in the specification, and one or more other features. It is to be understood that the present invention does not exclude the possibility of the presence or the addition of numbers, steps, operations, components, parts, or combinations thereof.

Unless defined otherwise, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art. Terms such as those defined in the commonly used dictionaries should be construed as having meanings consistent with the meanings in the context of the related art and shall not be construed in ideal or excessively formal meanings unless expressly defined in this application. Do not.

Hereinafter, with reference to the accompanying drawings, it will be described in detail a preferred embodiment of the present invention.

1 is a perspective view showing an aerodynamic brake device according to an embodiment of the present invention. FIG. 2 is an enlarged view of an 'A' portion of the aerodynamic brake of FIG. 1. 3 is a side view showing the aerodynamic brake of FIG. 4 is a schematic diagram showing a state in which the aerodynamic brake of FIG. 1 is embedded in a roof of a railway vehicle. 5 is a block diagram illustrating a control operation state of a driving unit of the aerodynamic brake of FIG. 1. 6 is a schematic diagram showing a state in which air flows in the fence portion and the toothed portion of the aerodynamic brake of FIG.

1 to 5, the aerodynamic brake device 10 according to the present embodiment includes a braking unit 100, a fixing unit 200, and a driving unit 300.

The braking unit 100 is positioned above the fixing unit 200, and one end of the braking unit 100 and one end of the fixing unit 200 are connected to each other.

That is, as shown in FIG. 3, one end of the braking unit 100 and the fixing unit 200 may be connected to each other through a first rotating unit 201, whereby the braking unit 100 may be The first rotating part 201 is rotated about the fixed part 200 by the rotation axis.

Thus, when braking of the railway vehicle is required, the braking part 100 may be rotated to maintain a predetermined rotational angle θ with respect to the fixing part 200, in which case the rotation angle θ of The size may be set in consideration of various factors such as the required braking force and the speed of the current train.

Meanwhile, in a general driving state, the braking unit 100 rotates the first rotating unit 201 with a rotating shaft so that the braking unit 100 and the fixing unit 200 overlap each other as shown in FIG. 4. In the case where the railroad vehicle travels at a high speed, it is preferable to maintain the overlapped state so as not to disturb the flow of air.

On the other hand, the aerodynamic brake 10 according to the present embodiment is not installed in the underfloor type on the lower surface of the railway vehicle as shown in Figure 4 is a state buried in the roof 20 of the upper surface of the railway vehicle It is installed in a loop type, and thus, installation work is very easy without any problem due to the narrowness of the work space or the installation space, and space utilization can be increased compared to the underfloor type.

In addition, the aerodynamic brake device 10 is embedded in the buried space 30 formed in the roof 20 of the railroad car, in which case the upper surface of the braking unit 100 is in the same line as the upper surface of the roof 20 It is preferably located in the buried space 30 to be located in. However, the height and position of the braking unit 100 are not limited thereto. Alternatively, the upper surface of the braking unit 100 may be lower than the upper surface of the loop 20, and the roof 20 may be It may be located higher than the upper surface.

In addition, the roof 20 of the railroad vehicle covers a top surface of the aerodynamic brake device 10 when the aerodynamic brake device 10 is embedded in the buried space 30. ) May be included.

In this case, the sealing member 21 may slide to cover or open the upper surface of the aerodynamic brake device 10.

Thus, the aerodynamic brake 10 may not interfere with the flow of air flowing around the railroad vehicle while driving the railroad vehicle, and may not generate flow interference with the air.

The braking unit 100 is generally formed in a square plate shape, and rotates about the first rotating unit 201 toward the top in the state overlapping with the fixing unit 200, thereby fixing the 200. ) To maintain a predetermined rotation angle θ, that is, to be inclined to the outside of the roof 20 of the railway vehicle, and thereby to perform braking of the railway vehicle.

In this case, the braking unit 100 may rotate by receiving power from the driving unit 300, and the inclination angle of the braking unit 100 with the fixing unit 200 is a flow rate of air around a railroad vehicle. As described above, it can be selectively controlled by the driving unit 300 according to the direction.

Specifically, the upper surface of the braking unit 100 extends in the same direction as the longitudinal direction of the braking unit 100 and protrudes in the upper direction, a plurality of pin members 110 spaced from each other is formed.

As the pin members 110 protrude upward, a boundary portion with the pin members 110 is formed on an upper surface of the braking part 100. Flow separation can be suppressed.

In particular, the fin members 110 are formed on the upper surface of the braking part 100 to extend in a direction parallel to a flow direction of the air, that is, a direction in which a railroad vehicle travels, thereby preventing flow separation generated during the flow of the air. It can be suppressed more effectively.

As described above, the pin members 110 serve to reduce air resistance and suppress flow separation by changing the air flow around the railway vehicle while driving, and the number, length, and spacing of the pin members 110 are determined by the above-mentioned. It may be variously changed according to the shape of the braking unit 100, the braking force generated in the railway vehicle.

On the other hand, the fence portion 130 of the rectangular plate shape is formed on both sides of the braking portion (100). In this case, the fence portion 130 is formed on both sides of the braking portion 100 to suppress the separation of the flow of air flowing to the braking portion 100, according to the shape of the braking portion 100 Obviously, the shape can be changed in various ways.

On the other hand, when the railroad vehicle runs at a high speed, as described above, the braking part 100 and the fixing part 200 are embedded in the loop 20 and maintain the overlapped state. In this case, although not shown, the fence part 130 is positioned on the same line as the parallel to the brake part 100 so as not to interfere with the flow of air, or the fixing part 200 from both sides of the brake part 100. It can be folded to the side.

In this state, when the braking unit 100 rotates the first rotating unit 201 upwardly to perform the braking to make an inclination with respect to the fixing unit 200, for example, the fence unit ( 130 may be rotated toward the brake part 100 to be positioned perpendicular to the brake part 100. That is, the surface of the fence portion 130 may be positioned in a direction perpendicular to the surface on which the braking portion 100 extends.

Of course, the angle formed between the surface of the fence unit 130 and the surface of the braking unit 100 may be variously changed in consideration of braking conditions.

In addition, the fence unit 130 and the braking unit 100 are connected to each other in order to rotate toward the braking unit 100 or toward the fixing unit 200 as described above. Although not shown, a separate first rotating part may be formed.

In this case, the rotation operation and the angle of the fence unit 130 may be controlled by the driving unit 300, and the rotation angle of the fence unit 130 may be selectively controlled according to the flow rate and direction of air. have.

Referring to FIG. 6, when the fence part 130 is positioned perpendicularly to the brake part 100 by the driving part 300, air flows on both sides of the brake part 100 are changed. Accordingly, the flow separation phenomenon occurring at both sides of the brake unit 100 may be reduced to reduce aerodynamic noise.

7A and 7B are schematic diagrams for explaining the effect of suppressing the surface pressure loss of the brake part by the fence part of FIG. 6.

Referring to FIG. 7A, when the fence parts 130 are not formed at both sides of the brake part 100, the surface pressure of the corner portion of the brake part 100 is lost in a range of 50 to 950 Pa. It is confirmed.

On the contrary, referring to FIG. 7B, when the fence parts 130 are formed on both side surfaces of the brake part 100, the surface pressure of the corners of the brake part 100 contacting the fence parts is not lost. You can see that it is maintained without.

As described above, by reducing the surface pressure loss generated on both sides of the braking unit 100 by the fence unit 130, it is possible to maximize the aerodynamic braking force due to the pressure difference generated in the running railway vehicle.

Meanwhile, a tooth portion 150 including a plurality of tooth members is formed at one end connected to the fixing part 200 of the braking part 100, that is, the other end opposite to the side connected to the first rotating part 201. .

The outer surface of each of the tooth members is composed of an upwardly inclined surface 152 and a lower surface inclined 153, and thus the toothed portion 150 includes a plurality of upwardly inclined surfaces 152 and lowerly inclined surfaces 153. Done.

Thus, each of the tooth members may have an isosceles triangular shape as a whole including the other surface of the brake part 100.

Air generated while the railroad vehicle travels is moved from the one end of the braking unit 100 to the other end, and moves in the same direction through the toothing unit 150 and passes through the braking unit 100. do.

At this time, as the tooth part 150 includes a plurality of upwardly inclined surfaces 152 and lower inclined surfaces 153, the air is adjacent to the upwardly inclined surface 152 and the downwardly inclined surface as shown in FIG. 6. Between 153, that is, the space 155 formed by the upwardly inclined surface 152 and the downwardly inclined surface 153 passes.

Thus, flow separation generated at the upper end of the braking part 100 is suppressed and vortex generation is prevented, thereby aerodynamic noise generated in the railway vehicle can also be reduced.

On the other hand, the toothed portion 150, like the fence portion 130, when the railway vehicle is traveling at a high speed to maintain the folded state toward the fixing portion 200 so as not to interfere with the running of the railway vehicle When the railway vehicle performs a braking operation, the railroad vehicle rotates upward at a predetermined angle toward the braking part 100.

At this time, the rotation operation and the angle of the toothed portion 150 may be controlled by the drive unit 300, the rotational angle of the toothed portion 150 may be selectively controlled according to the flow rate, direction, etc. of the air. have.

In addition, as shown in FIG. 3, one side of the braking unit 100 may have a sawtooth angle adjusting unit 160 for adjusting a rotation angle of the sawtooth unit 150, and the sawtooth angle adjusting unit 160. ) Is connected to the toothed portion 150 to adjust the rotational angle of the toothed portion 150, the drive unit 300 controls the toothed angle adjusting unit 160 to rotate the toothed portion 150 The angle can be determined.

As described above, as the pin members 110, the toothed portion 150, and the fence portion 130 are formed in the braking portion 100 to suppress the flow separation, a conventional aerodynamic braking device is provided. It is simply formed in the form of a plate can not control the air flow can solve the problem of increasing the aerodynamic noise due to the turbulence, thereby reducing the vibration generated in the railroad vehicle has the effect of enabling more stable running.

8 is a schematic diagram showing an aerodynamic brake apparatus according to another embodiment of the present invention. FIG. 9 is a bottom view of the aerodynamic brake of FIG. 8 viewed from below. FIG. FIG. 10 is a schematic diagram illustrating a state in which the aerodynamic brake of FIG. 8 performs braking when the railroad vehicle proceeds in one direction. FIG. 11 is a schematic diagram illustrating a state in which the aerodynamic brake of FIG. 10 performs braking when a railroad vehicle proceeds in a direction opposite to the one direction.

The aerodynamic brake device 11 according to the present embodiment is the same as the aerodynamic brake device 10 described with reference to FIGS. 1 to 6 except that the fixing part includes a rotation adjusting part and a locking part, and therefore, the same reference numerals are used. Use and duplicate descriptions are omitted.

Referring to FIG. 8, in the aerodynamic brake apparatus 11 according to the present embodiment, the fixing part 200 includes a rotation adjusting part 210 and a locking part 250, and the rotation adjusting part 210 includes a moving part ( 220) and the rotating unit 230.

When the aerodynamic brake is buried in the buried space 30 of the roof 20 while the rail vehicle is traveling at a high speed, as shown in FIG. It serves to fix the bottom surface of the space (30).

More specifically, the locking part 250 includes a first locking part 251 and a second locking part 252 so that the first and second locking parts 251 and 252 are respectively the brake part 100. By combining with one side and the other side of the braking unit 100 can be fixed to the loop (20).

In this case, a first coupling part 101 is formed at one side of the braking part 100, and a second coupling part 102 is formed at the other side of the braking part 100 to form the first and second locks. Each of the parts 251 and 252 is coupled to each of the first and second coupling parts 101 and 102.

In this case, the first coupling part 101 and the first locking part 251, and the second coupling part 102 and the second locking part 252 respectively constitute an electronic lock device or a magnetic lock device. When the electric force or magnetic force is applied from the outside, they are coupled to each other and locked, and when the electric force or magnetic force applied from the outside is dissipated, the lock may be released from each other.

In addition, as shown in FIG. 9, the first coupling part 101 may extend along one side edge of the brake part 100 on one side of the bottom surface of the brake part 100. The second coupling part 102 may extend along the other edge of the braking part 100 on the other side of the bottom of the braking part 100.

Accordingly, the first locking part 251 and the second locking part 252 also have the first and second couplings on the bottom of the closed space 30, that is, the roof 20 of the railway vehicle. It may extend to the same length as the extension length of the parts (101, 102).

Thus, the locking force between the locking parts 251 and 252 and the coupling parts 101 and 102 can be further improved.

On the other hand, the first coupling unit 101 is coupled to the first rotation adjustment unit 211 to perform the specific operation so that the brake unit 100 is rotated, the second coupling unit 102 is the second rotation adjustment unit The brake unit 100 is rotated by performing the specific operation in combination with the 212.

In this case, since the rotation adjusting unit 210 includes the first and second rotation adjusting units 211 and 212, the moving unit 220 includes the first and second moving units 221 and 222. The rotating part 230 may include first and second rotating parts 231 and 232, and each of the moving parts 221 and 222 may correspond to each of the rotating parts 231 and 232. It is connected through each of the third rotation parts 271, 272.

In addition, as will be described later, the first moving unit 221 may include a first linear motor 276, and the second moving unit 222 may include a second linear motor 277. .

More specifically, the first coupling part 101 is coupled to the first side of the first pivoting part 231, and the second side of the first pivoting part 231 is through the second rotating part 271. It is coupled with the second side of the first moving part 221. The second coupling part 102 is engaged with a second side of the second pivoting part 232, and the first side of the second pivoting part 232 is moved through the third rotating part 272. Is engaged with the first side of the portion 222.

On the other hand, the railroad car not only proceeds in one direction, that is, the first direction X, but also travels in the reverse direction, that is, the second direction (-X) when reciprocating. Accordingly, the braking part 100 of the aerodynamic brake device 11 faces the first direction X as shown in FIG. 10 when the railway vehicle proceeds in the first direction X. FIG. When the brake unit 100 is rotated (that is, the brake unit 100 is inclined in the traveling direction of the railway vehicle so as to be inclined with respect to the traveling direction), and the railway vehicle moves in the reverse direction. As shown in FIG. 11, the braking unit 100 rises toward the second direction (-X) (similarly, the braking unit 100 rises toward the traveling direction of the railroad vehicle, and thus the braking unit 100 is disposed in the traveling direction. To be inclined).

In this case, the braking part 100 is rotated by the rotation adjusting part 210 of the fixing part 200, the rotation direction of the braking part 100 according to the traveling direction of the railroad vehicle in this way By this change, the aerodynamic brake apparatus according to the present embodiment can exhibit an optimum aerodynamic braking effect according to the traveling direction of the railway vehicle.

More specifically, referring to FIG. 10, when a braking signal is applied to the aerodynamic brake device 11 and the railroad vehicle travels in the first direction X, the second locking part 252 has an electric force. Alternatively, the magnetic force is stopped to release the coupling with the second coupling unit 102.

In this case, when the fixing of the second coupling part 102 is released, the second moving part 222 is moved in the second direction (-X) by the second linear motor 277 driven in a straight line.

As the second moving part 222 moves in the second direction (-X) as described above, the second rotating part 232 to which the first side is engaged with the second moving part 222 is Since the second side is in a state in which the engagement with the second coupling part 102 is released, the second side rotates by the rotation angle θ1 shown upwards, and thus the braking part 100 also rotates. It rotates in the same direction as the two rotating parts 232.

That is, the second side of the second rotating part 232 rotates by the rotation angle θ1 toward the first direction X, which is a traveling direction of the railroad car, and thus the braking part 100 In addition, by rotating by the rotation angle θ2 shown in the first direction X, the braking unit 100 may face air flowing in the second direction (−X) to perform braking. Will be.

On the other hand, when the second side of the second pivoting portion 232 is rotated in the upper direction toward the first direction (X), a rising force may be applied to the second coupling portion 102, By the applied force, the second side of the braking part 100 coupled to the second coupling part 102 while being in contact with the second coupling part 102 may be separated.

Therefore, in the present embodiment, by forming the second departure prevention part 602 of the '-' or hook shape that is in contact with the bottom surface of the second side of the braking part 100 and also coupled to the second coupling part 102 In addition, the force applied to the second coupling part 102 may be dispersed or canceled, thereby preventing the second coupling part 102 and the second side of the brake part 100 from being separated. .

On the other hand, the bottom surface of the first side of the braking part 100 is formed with a 'b' shaped or hook-shaped first departure preventing portion 601 which is also coupled to the first coupling portion 101. As described above, the second side of the second rotating part 232 rotates toward the first direction X so that the first side of the braking part 100 also rotates toward the first direction X. In this case, the force is concentrated on the first coupling part 101 by the rotation, so that the first side of the first coupling part 101 and the braking part 100 can be separated. In this case, the first departure The prevention part 601 may be coupled with the first coupling part 101 and the first side of the brake part 100 to prevent this by dispersing a force concentrated on the first side.

FIG. 11 illustrates a state in which the brake unit 100 and the fixing unit 200 operate when the railroad vehicle travels in the second direction (-X). In this case, first, the second locking part 251 stops providing electric force or magnetic force to release the coupling with the first coupling part 101.

In this case, when the fixing of the first coupling part 101 is released, the first moving part 221 is moved in the first direction X by the first linear motor 276 driven in a straight line.

As the first moving part 221 moves in the first direction X as described above, the first rotating part 231 to which the second side is engaged with the second moving part 222 is formed. Since the first side is in a state where the engagement with the first coupling part 101 is released, the first side is rotated by the rotation angle θ3 shown upwards, and thus the braking part 100 is also the first. It rotates in the same direction as the rotation part 231.

That is, the first side of the first rotating part 231 rotates by the rotation angle θ3 toward the second direction (−X), which is the traveling direction of the railroad car, and thus the braking part 100 ) Also rotates by the rotation angle θ4 shown in the second direction (-X), so that the braking part 100 can face air flowing in the first direction (X) to perform braking. It becomes possible.

On the other hand, when the first side of the first rotating part 231 rotates in the upper direction toward the second direction (-X), a rising force may be applied to the first coupling part 101. The first side of the braking part 100 coupled to the first coupling part 101 may be separated by the applied force.

In this case, similarly, the first departure preventing part 601 may disperse or cancel the force applied to the first coupling part 101, and thus the first coupling part 101 and the braking part 100. It is possible to prevent the first side of) from being separated.

Similarly, when the second side of the second rotating part 232 rotates toward the first direction X, and the first side of the braking part 100 also rotates toward the first direction X. When the force is concentrated on the second coupling part 102 by the rotation, the second coupling part 102 and the second side of the brake part 100 may be separated from each other. 601 may be coupled with the second coupling part 101 and the second side of the braking part 100 to prevent this by dispersing a force concentrated on the second side.

According to the embodiments of the present invention as described above, as the pin member, the tooth portion and the fence portion that can suppress the flow separation in the braking portion is formed, the conventional aerodynamic braking device is simply configured in the form of a plate to control the air flow This can solve the problem of increased aerodynamic noise caused by turbulence.

In addition, by suppressing the surface pressure loss of the braking part to maximize the aerodynamic braking force due to the pressure difference generated in the running railway vehicle, it is effective to reduce the vibration generated in the railway vehicle to enable more stable running.

In addition, each of the pin members, the tooth portion and the fence portion is selectively controlled by the driving portion, so that when the railway vehicle is traveling at a high speed, the pin members, the teeth, and the fence portion are kept folded, so as not to disturb the traveling of the railway vehicle and the flow of air. You may not.

In addition, the braking unit variably rotates in the direction of the railroad vehicle according to the direction in which the railroad vehicle travels, thereby exhibiting an optimal aerodynamic braking effect even when the railroad vehicle is rotated in the reverse direction.

While the foregoing has been described with reference to preferred embodiments of the present invention, those skilled in the art will be able to variously modify and change the present invention without departing from the spirit and scope of the invention as set forth in the claims below. It will be appreciated.

10, 11: aerodynamic brake device 100: braking part
101, 102: first and second coupling parts 110: pin members
130: fence portion 150: tooth portion
160: tooth angle adjusting part 200: fixing part
201: first rotating part 210: rotation adjusting part
220: moving part 230: rotating part
250: locking parts 271, 272: second and third rotating parts
601, 602: first and second departure prevention parts

Claims (15)

A fixed part embedded in the buried space of the roof of the railway vehicle; And
A first side is connected to the fixed part via a rotating part and includes a brake part rotated with respect to the fixed part,
When the railroad vehicle is driven, the brake part overlaps with the fixed part and is embedded in the buried space,
When the rail vehicle is braked, the brake part is positioned to rotate to the rotating part with respect to the fixed part by a rotation axis to be inclined out of the loop of the rail car,
The braking unit and the second side of the fixing unit are also connected to each other through a rotating unit, and the first side or the second side of the braking unit is selectively rotated according to the traveling direction of the railway vehicle, so that the braking unit of the railway vehicle is Positioned to be inclined out of the loop,
A first coupling part is formed on the first side of the braking part, and a second coupling part is formed on the second side.
The fixing part includes a locking part including first and second locking parts that engage with each of the first and second coupling parts and selectively release the coupling according to the traveling direction of the railway vehicle. Braking system. The method of claim 1,
Aerodynamic braking device, characterized in that the upper surface of the braking portion extends in a direction parallel to the flow direction of the air, a plurality of fin members spaced apart from each other at a predetermined interval. The method of claim 1,
Aerodynamic braking device, characterized in that the sides of the braking portion is formed a fence that rotates toward the braking portion or the fixed portion. The method of claim 3, wherein the fence unit,
Aerodynamic braking device, characterized in that the vertical position with respect to the extended surface of the braking portion when braking the railway vehicle. The method of claim 1,
An aerodynamic braking device, characterized in that a tooth portion is formed on the second side of the braking portion and rotates at a predetermined angle with respect to the braking portion and includes a plurality of upwardly inclined surfaces and a plurality of downwardly inclined surfaces. The method of claim 5,
Aerodynamic braking device, characterized in that during the braking of the railway vehicle, the flowing air passes through the space formed by the adjacent upward slope and downward slope. The method of claim 5,
Aerodynamic braking device, characterized in that the tooth angle adjusting portion for adjusting the rotation angle of the tooth portion is formed on one side of the braking portion. The method of claim 1,
When the braking part is embedded in the buried space, the upper surface of the braking portion is located on the same line as the upper surface of the loop, or aerodynamic braking device, characterized in that located in a position higher or lower than the upper surface of the loop. The method of claim 1,
Aerodynamic braking device further comprising a drive unit for driving the braking unit. delete The method of claim 1,
The fixing portion,
Aerodynamic braking device, characterized in that it further comprises a rotation adjustment unit for adjusting the rotation direction of the brake unit, when the locking unit and the brake unit is released. The method of claim 11, wherein the rotation adjustment unit,
A moving unit moving in a direction opposite to a traveling direction of the railway vehicle; And
Aerodynamic braking device, characterized in that it comprises a rotating part for rotating the first side or the second side toward the upper side in accordance with the movement of the moving part. The method of claim 12,
And the first side of the pivot unit is coupled to the moving unit through a rotating unit, and the second side of the pivot unit is coupled to the braking unit through a rotating unit. The method of claim 13, wherein the braking unit,
Aerodynamic braking device, characterized in that the rotation in the same direction as the rotation direction of the rotating unit by the rotation of the rotating unit. The method of claim 14,
The aerodynamic brake device is formed on the bottom of the braking portion further comprises a departure prevention portion in contact with the first and second coupling portions.

Images