KR20080059978A - Aerodynamic brake for railway vehicles - Google Patents

Abstract

The present invention relates to an aerodynamic brake for a railway vehicle, and more particularly, a railway used as an auxiliary braking device for a railway vehicle to obtain braking energy by increasing the air resistance by increasing the cross-sectional area of the railway vehicle during braking of the railway vehicle. It relates to a vehicle aerodynamic brake.

The present invention is characterized in that the brake member is provided at one end of the vehicle body of the railway vehicle, a driving means for driving the brake member, and a control means for controlling the driving means.

Therefore, according to the present invention, the existing dead space can be effectively utilized because it is mounted between the vehicles, and when braking, the brake plate can be expanded to increase vehicle driving resistance to further secure braking force, and as a result, braking of the railway vehicle. It has an excellent effect of shortening the distance.

Description

Aero brakes for railway vehicles

1 is a side view showing a conventional wind pressure brake device for a superconducting magnetic levitation vehicle.

Figure 2 is a front view showing a pneumatic fairing / brake for a conventional high speed railway vehicle.

Figure 3 is a side view showing the running state of the railway vehicle equipped with aerodynamic brake for railway vehicle according to the present invention.

Figure 4 is a side view showing a state during braking of a railway vehicle equipped with an aerodynamic brake for railway vehicle according to the present invention.

Figure 5 is a front view showing the end of the railway vehicle equipped with aerodynamic brake for railway vehicle according to the present invention.

6 is an exploded perspective view of the aerodynamic brake for railway vehicles according to the present invention.

7 is a detailed view of a brake plate of aerodynamic brakes for railway vehicles according to the present invention.

8 is a partially enlarged cross-sectional view of the aerodynamic brake for railway vehicles according to the present invention.

9 is a partial detailed view showing another embodiment of the driving means of the aerodynamic brake for railway vehicles according to the present invention.

10 is a cross-sectional view showing the construction limit and the vehicle limit and the vehicle cross-sectional area of the railway vehicle.

Explanation of symbols on the main parts of the drawings

100: railroad vehicle 110: end

120: passage 130: guide rail

200: brake member 210: brake plate

212: bracket 214: slider

216: front 218: rear

219: rack gear 220: housing

222: through hole 300: driving means

310: pneumatic cylinder 319: pinion gear

320: piston rod 330: compression spring

M: motor

The present invention relates to an aerodynamic brake for a railway vehicle, and more particularly, a railway used as an auxiliary braking device for a railway vehicle to obtain braking energy by increasing the air resistance by increasing the cross-sectional area of the railway vehicle during braking of the railway vehicle. It relates to a vehicle aerodynamic brake.

In general, a brake system of a railway vehicle is provided with an air brake tube for each vehicle, and when the compressed air of the brake tube supplied at a predetermined pressure is discharged to the atmosphere by operating the automatic braking valve of the locomotive, the vehicle is stored in advance. The compressed air in the brake air cylinder is supplied to the automatic cylinder of each vehicle, and the piston installed in the brake cylinder is pushed by the pneumatic pressure, and the brake pad connected to the piston is brought into close contact with the brake disc to make the braking fastening.

However, in recent years, as the high-speed railway vehicles operate and the overall driving speeds of the railway vehicles increase, it is difficult to expect the improvement of the braking force according to the increase of the speed with the conventional braking system alone, and thus an auxiliary braking apparatus is required.

In addition, when a railroad vehicle travels at a high speed and a braking command is issued to stop or decelerate, there is no separate method for properly utilizing additional air resistance.

In order to solve this problem, Japanese Patent Laid-Open Publication No. Hei 1-269667 discloses a wind pressure brake device for a superconducting magnetically levitated vehicle, the configuration of which is controlled by the operation of the hydraulic cylinder in the front head of the train during braking as shown in FIG. (19) is to protrude. However, the above configuration is installed only on the frontal head of the train, and the effect of increasing the cross-sectional area that is substantially related to the magnitude of the air resistance is not great, and the driver may not be able to cope properly when an emergency occurs due to obstructing the driver's forward vision. have.

In addition, U.S. Patent No. 5,222,438 discloses a pneumatic fairing / brake for a high speed railway vehicle, the configuration of which, as shown in Figure 2, a plurality of flaps (1 to 5) at the end connected to the side portion and ceiling of the railway vehicle By connecting the hinge 16 to the flap (1 to 5) to the outside by the operation of the flap actuator 32 at the time of braking is to generate the air resistance force. However, the above configuration requires tremendous force to simultaneously unfold a plurality of flaps 1 to 5 by the resistance of air transmitted from the traveling direction of the railway vehicle when traveling at high speed, and also the flaps 1 to 5 Since it is simply connected to the hinge 16, the configuration is complicated and difficult to install, and there is a high risk of being damaged by pneumatic pressure.

The present invention has been made to solve the above problems, the object of the present invention is installed between the vehicle can effectively utilize the existing dead space, the configuration is simple, easy to install and operate, and to be robust In addition, by using the air resistance generated during driving as an auxiliary braking force can improve the braking performance of the railway vehicle, as a result to provide an aerodynamic brake for the railway vehicle that can shorten the braking distance of the railway vehicle.

The present invention for achieving the above object, and the brake member is provided at one end of the vehicle body of the railway vehicle; Driving means for driving the brake member; And control means for controlling the drive means.

Here, the brake member is characterized by consisting of a brake plate which is subjected to air resistance, and a storage portion for receiving the brake plate.

In addition, the drive means is characterized in that it is composed of a pneumatic cylinder installed in the lower portion of the containment portion, and a piston rod connected to the brake plate by the pneumatic cylinder, and to raise and lower the brake plate.

The storage unit may be fixed to the vehicle body wall to be detachably mounted, and a lower portion of the storage unit may include a through hole through which the piston rod passes.

In addition, an elastic member is provided between the lower surface of the brake plate and the storage portion.

A guide rail is installed on the vehicle body wall, and a slider is provided on the brake plate.

In addition, the cross-sectional area of the aerodynamic brake plate is characterized in that 1.7 ~ 1.9㎡.

On the other hand, the drive means is characterized in that the motor is installed on the outside of the housing, the pinion gear formed on both ends of the motor, and the rack gear formed on the brake plate at a position corresponding to the pinion.

Hereinafter, with reference to the accompanying drawings, a description will be given of an embodiment of aerodynamic brake for a railway vehicle according to the present invention.

3 is a side view showing the state of the railroad vehicle equipped with aerodynamic brake for railroad vehicle according to the present invention, Figure 4 is a side view showing the braking state of the railroad vehicle equipped with aerodynamic brake for railroad vehicle according to the present invention, Figure 5 is a front view showing the end of the railroad vehicle equipped with aerodynamic brake for railroad vehicle according to the present invention, Figure 6 is an exploded perspective view of aerodynamic brake for railroad vehicle according to the present invention, Figure 7 is aerodynamic brake for railroad vehicle according to the present invention Of the brake plate is a detailed view, Figure 8 is a partial enlarged cross-sectional view of the aerodynamic brake for railway vehicles according to the invention, Figure 9 is a partial detailed view showing another embodiment of the driving means of the aerodynamic brake for railway vehicles according to the invention, 10 is a cross-sectional view showing a building limit, a vehicle limit, and a vehicle cross-sectional area of a railway vehicle.

First, the air resistance of the traveling resistance of the railroad vehicle 100 is determined by the vehicle speed, the vehicle cross-sectional area and the front head vehicle shape, and the unevenness of the vehicle surface. Among them, the shape of the frontal head vehicle, the unevenness of the surface of the vehicle, and the basic cross-sectional area of the vehicle are almost determined at the time of designing and manufacturing the vehicle, which is not easy to change from time to time.

Here, looking at the resistance generated when the railroad vehicle 100 is traveling, the resistance force according to the flow around the object is given by the following equation.

: 항력,

: 저항계수,

: 밀도,

: 차량속도,

: 차량 단면적을 의미한다.here,

: Drag,

= Coefficient of resistance,

: density,

: Vehicle speed,

: Means vehicle cross-sectional area.

Looking at the above equation, it can be seen that the resistance increases in proportion to the cross-sectional area of the vehicle 100.

Therefore, the aerodynamic brake for railway vehicle according to the present invention is to maximize the air resistance by increasing the cross-sectional area of the railway vehicle 100 during the braking action, more specifically, the braking command during the braking action of the railway vehicle 100 By interlocking with each other so that the brake plate 210 installed between the vehicles protrudes to the upper part of the vehicle body, the front projection area of the vehicle is increased to increase the air resistance, so that the braking force can be additionally secured. The configuration is to return to the vehicle cross section, and the configuration is largely composed of the brake member 200, the driving means 300 and the control means (not shown).

First, the brake member 200 is a passage of the rear end portion 110 of the vehicle positioned between the vehicle when considering the vehicle body one end 110, that is, the direction of travel of the railway vehicle 100 of the railway vehicle 100 120 is installed on the upper part, and more specifically, the brake plate 210 which protrudes to the upper part of the vehicle body during braking action and receives air resistance, and the containment unit 220 for accommodating the brake plate 210 during driving. Consists of.

In this case, a slider 214 is provided below the front surface 216 of the brake plate 210 to allow the user to ascend or descend along the guide rail 130 to be described later, and the rear surface 218 of the brake plate 210. At both center edges, brackets 212 to which the piston rod 320 to be described below are coupled are installed. In addition, the storage unit 220 is installed to be detachable around the end 110 of the vehicle body, that is, the brake plate 210 also serves to protect the brake plate 210 from an external impact during driving.

Next, the driving means 300 is for driving the brake member 200, and more specifically, the brake plate 210 of the brake member 200 is elevated during braking of the railway vehicle 100. It is to lower when driving.

The driving means 300 is connected to the brake plate 210 by the pneumatic cylinder 310 is installed in the lower portion of the containment unit 220, the pneumatic cylinder 310 wins the brake plate 210, The piston rod 320 is lowered, and a lower portion of the containment portion 220 has a through hole 222 through which the piston rod 320 penetrates and is connected to the brake plate 210.

In addition, the pneumatic cylinder 310 is installed one by one on the lower side of the containment portion 220, that is, both sides of the passage 120 of the vehicle body end 110 so that the brake plate 210 can be operated more accurately and quickly The piston rod 320 connected to the brake plate 210 from the pneumatic cylinder 310 is connected to the brackets 212 installed at the centers of both edges of the brake plate 210 to brake the brake plate 210. When protruding to the upper portion of the vehicle body, it is desirable to be able to withstand the force by the pneumatic.

On the other hand, as shown in Figure 9, in another embodiment of the drive means 300, the motor (M) is installed in the center of the outer upper end of the storage unit 220, the pinion gear ( 319 is formed, a rack gear 219 is formed on the rear surface 218 of the brake plate 210 at a position corresponding to the pinion gear 310, the brake plate 210 by the driving of the motor (M). ) Can be configured to rise and fall.

On the other hand, an elastic member such as a compression spring 330 is installed between the lower surface of the brake plate 210 and the containment portion 220 to absorb the vibration of the brake plate 210 by the pneumatic pressure during braking action. In addition, when the braking command is issued, the brake plate 210 can be raised and lowered more quickly, and when the brake plate 210 is lowered when the braking action is completed, the brake plate 210 is brought into contact with the containment unit 220. It is desirable that the 210 is not damaged and that the brake plate 210 is supported by an appropriate elastic force.

In addition, a guide rail 130 is installed between the brake plate 210 and the wall surface of the vehicle body end 110, and a slider 214 is disposed below the brake plate 210 at a position corresponding to the guide rail 130. Is installed to make the brake plate 210 rise and fall more smoothly, and strongly support the brake plate 210 not to be damaged by pneumatic pressure during braking action, and the brake plate 210 is wall surface of the vehicle body end 110. Avoid damage by friction with

On the other hand, Figure 10 is a cross-sectional view showing the building limit and the vehicle limit and the vehicle cross-sectional area of the railroad vehicle 100, for reference, the building limit refers to the minimum building space to ensure the safety of the railroad vehicle 100, roads, It refers to a space range in which the installation of a workpiece or a construct that obstructs a track or a railway is not permitted. The vehicle limit is a maximum range that limits the size of the cross section of various railway vehicles 100 at a straight line on a straight track. It means.

As can be seen in the figure, since there is not much space between the upper portion of the vehicle cross-sectional area indicated by the dotted line and the vehicle limit indicated by the solid line can be used as the aerodynamic brake plate 210 in the space. Therefore, the braking force can be expanded by using the size of the black area portion as the aerodynamic brake plate 210.

Since the vehicle cross-sectional area is approximately 6.909 m 2, and the area of the black portion is approximately 1.7 to 1.9 m 2, the area of about 24 to 27% is increased when all of the black area is the brake plate 210. The driving resistance can be used as a braking force.

Vehicle speed Existing Resistance (N) Aerodynamic Brake Force (N) 100km / h 4734.7 5968.2 200 km / h 18938.8 23872.9 300 km / h 42602.1 53701.2

Therefore, it can be seen that the braking force of about 26% is increased when using a brake plate of 1.7 ~ 1.9㎡ overall.

Next, with reference to the accompanying drawings will be described an embodiment for operating the aerodynamic brake for railway vehicles according to the present invention.

When a situation arises to engage the braking during the operation of the railway vehicle 100, the driver applies the power (not shown) of the aerodynamic brake to operate the driving means 300. At this time, the control means (not shown) adjusts the area of the brake plate 210 protruding to the upper portion of the vehicle body according to the running speed of the railroad vehicle 100, or controls the rise and fall of the brake plate 210. In the present invention, it would be desirable to allow the brake plate 210 of the aerodynamic brake to protrude by interlocking with the braking valve operation only during emergency braking of the railway vehicle 100.

Referring to the operation of the drive means 300 in more detail, while the length of the piston rod 320 is increased by the operation of the pneumatic cylinder 310, the brake plate 210 connected to the piston rod 320 is raised As it protrudes above the railroad vehicle 100, the cross-sectional area of the vehicle body increases. At this time, the compression spring 330 installed between the brake plate 210 and the containment portion 220 allows the synergistic action of the brake plate 210 to occur more quickly and at the same time the pneumatic pressure of the brake plate 210. It serves to absorb the vibration, the slider 214 installed on the brake plate 210 moves along the guide rail 130 installed on the wall surface of the vehicle body end 110, so that the lifting and lowering action of the brake plate 210 is increased. It is made smoothly, and while supporting the brake plate 210 strongly, the brake plate 210 is not damaged by friction with the wall portion of the vehicle body end 110.

As such, when the brake plate 210 is fully raised by the operation of the driving means 300, the cross-sectional area of the railroad vehicle 110 is increased by 1.7 to 1.9 m 2, and the braking force is increased by about 26% due to the increase in the cross-sectional area. You can see the effect.

Next, after the braking is completed, the brake plate 210 is lowered to be accommodated in the storage unit 220 as it is, and in this case, when the driver operates the driving means 300 by a control means (not shown), the pneumatic cylinder By the action of the 310, the brake plate 210 is lowered along the guide rail 130 is received in the containment unit 220. At this time, the brake plate 210 is spaced at a predetermined distance by the compression spring 330 provided between the brake plate 210 and the storage unit 220 so as not to cause damage due to contact. do.

As described above, the present invention is to increase the cross-sectional area of the vehicle body when braking action of the railway vehicle 100 to obtain the auxiliary braking force by the running resistance (air resistance), to a simple configuration using the existing dead space By raising and lowering the brake plate 210, it is possible to achieve a braking force improvement effect of about 26%, which is a very useful invention that can significantly reduce the braking distance.

Although the above-described embodiments have been described with respect to the most preferred embodiments of the present invention, it is apparent to those skilled in the art that the present invention is not limited to the above embodiments, and various modifications can be made without departing from the technical spirit of the present invention. will be.

According to the aerodynamic brake for a railway vehicle according to the present invention configured as described above, it is installed between the vehicle can effectively utilize the existing dead space, and to increase the cross-sectional area of the railway vehicle with a simple configuration, the air resistance generated during driving By using as a secondary braking force has an excellent effect to improve the braking performance of the railway vehicle.

In addition, the present invention further has the effect of preventing a large accident in advance by reducing the braking distance of the railway vehicle in the event of an emergency.

Claims (8)

A brake member installed at one end of the vehicle body of the railway vehicle; Driving means for driving the brake member; Control means for controlling the drive means; Aerodynamic brake for a railway vehicle, characterized in that consisting of. The method of claim 1, The brake member is an aerodynamic brake for a railway vehicle, characterized in that it comprises a brake plate which is subjected to air resistance, and a housing for accommodating the brake plate. The method of claim 2, The driving means comprises a pneumatic cylinder installed in the lower portion of the containment portion, and a piston rod connected to the brake plate by the pneumatic cylinder, for lifting the brake plate, characterized in that the aerodynamic brake for railway vehicles. The method of claim 3, wherein The storage unit is fixed to the vehicle body wall detachable, the aerodynamic brake for a railway vehicle, characterized in that a through hole through which the piston rod is formed in the lower portion of the storage unit. The method of claim 4, wherein An aerodynamic brake for a railway vehicle, characterized in that an elastic member is provided between the lower surface of the brake plate and the storage portion. The method of claim 5, A guide rail is installed on the wall of the vehicle body, and a slider is installed on the brake plate. The method of claim 2, And the driving means comprises a motor installed outside the housing, a pinion gear formed at both ends of the motor, and a rack gear formed at a brake plate at a position corresponding to the pinion. The method according to any one of claims 1 to 7, Aerodynamic brake plate, characterized in that the cross section of the aerodynamic brake plate is 1.7 ~ 1.9㎡.

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