JP2022182953A - Power conversion device for railway vehicle - Google Patents

Abstract

To provide a power conversion device for a railway vehicle capable of making traveling wind easily flow into a cooling fin arranged in a recessed part of a housing for the power conversion device.SOLUTION: A power conversion device 100 includes: a housing 10, which is mounted on a lower part 101b of a railway vehicle main body 101a, storing a power conversion part 1 in its inside, and provided with a recessed part 2 recessed inward; and a plurality of plate-like cooling fins 3, which are provided in the recessed part 2 so as to extend along a traveling direction (a direction of the flow of cooling air) of a railway vehicle main body 101a with intervals, and cool the power conversion part 1 by the traveling wind of the railway vehicle main body 101a. The power conversion device 100 includes a protrusion part 4 which is provided on an upstream side of the traveling wind of the cooling fins 3 on a surface 21a of the housing 10 in the vicinity of the recessed part 2 and protrudes toward the side opposite to the recessed direction of the recessed part 2.SELECTED DRAWING: Figure 2

Description

TECHNICAL FIELD The present invention relates to a power conversion device for railway vehicles, and more particularly to a power conversion device for railway vehicles provided with cooling fins for cooling a power conversion section with running wind.

2. Description of the Related Art Conventionally, there is known a power conversion device for a railroad vehicle that includes cooling fins that cool a power conversion section with running wind (see Patent Document 1, for example).

The railway vehicle power conversion device described in Patent Literature 1 includes a heat radiating portion of a cooler that protrudes outwardly and downward from the outer peripheral surface of the power conversion device main body. The cooler is attached to the concave portion of the power converter body. The heat radiation part includes a plurality of heat radiation fins extending substantially parallel to the running direction of the railroad vehicle. The concave portion is provided so as to be recessed upward on the bottom surface of the power converter main body. The heat generated by the power conversion device is radiated to the atmosphere by running wind generated by running of the railroad vehicle flowing as cooling wind into the cooling fins arranged in the concave portion.

JP-A-2003-48533

Here, in the railway vehicle power conversion device described in Patent Document 1, a concave portion provided so as to be depressed upward on the bottom surface of the power conversion device main body (power conversion device housing) has heat dissipation fins (cooling fins) are installed. In this case, since the recessed portion is recessed upward, the flow path for air flow between the ground and the railroad vehicle is rapidly expanded. radiating fins). In this case, due to the difference in wind speed between the inner side and the outer side (ground side) of the concave portion, the central axis is formed to extend along the direction of the sleeper, causing air to stagnate (stagnate). vortex is generated in the concave portion. If a vortex is generated in the recessed portion, the running wind is prevented from flowing into the radiating fins. Therefore, there is a demand for a power converter for railway vehicles that can make it easier for the running wind to flow into the radiation fins (cooling fins) arranged in the concave portion of the housing for the power converter.

SUMMARY OF THE INVENTION The present invention has been made to solve the above problems, and one object of the present invention is to facilitate the flow of running wind into cooling fins arranged in a concave portion of a housing for a power converter. An object of the present invention is to provide a power conversion device for railway vehicles that can

In order to achieve the above object, according to one aspect of the present invention, there is provided a railway vehicle power conversion device that is attached to the lower portion of a railway vehicle body, accommodates a power conversion section therein, and is provided with an inward recessed portion. and a plurality of plates extending along the running direction of the railway vehicle body and arranged at intervals in the recessed portion to cool the power conversion unit by the running wind of the railway vehicle body. a projection provided on the surface of the power conversion unit housing in the vicinity of the recessed portion and on the upstream side of the running wind of the cooling fins and protruding in the direction opposite to the direction in which the recessed portion is recessed; Prepare. Note that the vicinity of the recessed portion includes both the recessed portion itself and the portion near the recessed portion.

In the power conversion device for a railway vehicle according to one aspect of the present invention, as described above, the concave portion is provided on the surface of the power conversion portion casing in the vicinity of the concave portion and upstream of the cooling fins. A protrusion is provided that protrudes in the direction opposite to the direction in which the is depressed. As a result, the direction of the running wind is changed by the projection, and the running wind can be disturbed. As a result, it is possible to reduce the swirl of the air that causes stagnation (stagnation) of the air that occurs in the recessed portion due to the turbulence of the running wind. As a result, it is possible to prevent the running wind from flowing into the cooling fins due to the vortex of air generated in the concave portion. As a result, it is possible to make it easier for the running wind to flow into the cooling fins arranged in the concave portion in the lower part of the railway vehicle body. In addition, it is possible to improve the cooling efficiency of the electric power conversion unit by the cooling fins by making it easier for the running wind to flow into the cooling fins.

In addition, since the power converter housing is provided with the protrusion, maintenance of the protrusion can be performed by detaching the power converter housing from the railway vehicle main body. As a result, the maintenance of the protrusion can be facilitated compared to the case where the maintenance of the protrusion is performed in a state in which the housing for the power converter is attached to the railroad vehicle main body.

In the railway vehicle power conversion device according to the above aspect, the projection preferably has a shape that generates a swirling flow downstream of the projection. With this configuration, by generating a swirling flow in the recessed portion, the air in the recessed portion can be stirred by the swirling flow, thereby causing turbulence in the flow. can be effectively reduced. As a result, it is possible to make it easier for the running wind to flow into the cooling fins. As a result, the efficiency of cooling the power conversion unit by the cooling fins can be further improved.

In this case, preferably, the protrusion includes a pair of first surfaces extending so as to intersect the surface of the power conversion unit housing near the concave portion, and a second surface provided to connect the pair of first surfaces. and a first projection that extends along the direction of travel and tapers toward the downstream side of the travel wind. With this configuration, the tapered shape of the first projection makes it easier for the running wind flowing along the pair of first surfaces of the first projection to intersect each other on the tip side of the pair of first surfaces, so that the swirling flow can be easily generated.

In the railway vehicle power conversion device in which the protrusion has a pair of first and second surfaces, preferably, the pair of first surfaces are provided so as to gradually approach each other toward the downstream side of the running wind. The second surface connects the pair of first surfaces and has a flat surface shape. With this configuration, the speed difference between the running wind flowing along the second surface and the running wind flowing along the pair of first surfaces, and the running wind flowing along one of the pair of first surfaces A swirling flow can be more easily generated by both the angle difference between the running wind flowing along the other of the first surfaces and the running wind flowing along the second surface.

In the railroad vehicle power conversion device according to the above aspect, preferably, the recessed portion is provided on the bottom surface of the power converter housing, and the protrusion is provided on the bottom surface of the power converter housing at the lower portion of the railroad vehicle main body. It is provided so as to protrude downward from the bottom surface of the power converter housing in the vicinity of the concave portion when attached to the housing. According to this configuration, it is possible to make the running wind flowing on the bottom surface side of the power converter housing easily flow into the cooling fins arranged in the concave portion by the protrusion.

In the railroad vehicle power conversion device according to the above aspect, preferably, the recessed portion is provided on a side surface of the power converter housing, and the protrusion is provided on the lower portion of the railroad vehicle main body. It is provided so as to protrude sideways from the side surface of the power converter housing in the vicinity of the concave portion when attached to the housing. With this configuration, it is possible to make it easier for the running wind that flows along the side surface of the power converter housing to flow into the cooling fins arranged in the concave portion. In addition, maintenance work on the side surface side of the housing for the power conversion unit is easier for the operator than on the bottom surface side of the housing for the power conversion unit. can be done.

In the railway vehicle power converter according to the above aspect, preferably, the protrusions are provided on both sides of the recess in the running direction with respect to the cooling fins. With this configuration, the protrusion can be arranged upstream of the cooling fins regardless of the running direction of the railroad vehicle body.

In this case, preferably, the concave portion is provided in the center of the concave portion in the running direction of the railway vehicle body, and is adjacent to both the flat portion where the cooling fins are arranged and the flat portion on both the upstream side and the downstream side of the running wind. and a pair of slanted surface portions arranged in parallel with each other, and the protruding portion is provided near each of the pair of slanted surface portions. According to this structure, the flow of running air can be disturbed by the projecting portion near each of the pair of inclined surface portions. Note that the vicinity of the inclined surface portion includes both the inclined surface portion itself and the portion near the inclined surface portion.

In the railway vehicle power conversion device, wherein the concave portion includes a flat portion and a pair of inclined surface portions, preferably at least a part of the protrusion is provided near an end portion of the inclined surface portion on the opposite side of the flat portion. there is According to this structure, the flow of running air can be disturbed by at least a part of the protrusion in the vicinity of the end portion of the inclined surface portion. In addition, the vicinity of the end of the inclined surface portion is a portion where the shape of the housing for the power converter changes, so the flow of running air tends to change. Accordingly, since at least a part of the protrusion is provided at the end where the flow of running air tends to change, the flow of running air can be changed more effectively. As a result, the flow of running wind can be disturbed more effectively. The vicinity of the end portion of the inclined surface portion includes both the end portion of the inclined surface portion itself and the portion near the end portion of the inclined surface portion.

In the power conversion device for a railway vehicle in which the concave portion includes a flat portion and a pair of inclined surface portions, preferably, at least part of the projection portion is provided on the surface of the inclined surface portion, and It extends and has a shape in which the height of the projection provided on the surface of the inclined surface portion increases as it goes downstream in the running direction. With this configuration, the downstream portion of the protrusion is arranged at a position close to the lower side of the concave portion, so that the flow of running air flowing below the concave portion can be easily disturbed. .

In the railroad vehicle power converter according to the above aspect, preferably, the protrusion is arranged along the direction in which the plurality of cooling fins are arranged in the second region adjacent to the first region in which the plurality of cooling fins are provided. Multiple are arranged side by side. According to this configuration, it is possible to suppress unevenness in the running air volume flowing into the cooling fins in the direction in which the plurality of cooling fins are arranged, compared to the case where only one protrusion is provided.

In this case, preferably, the protrusion is provided at the end of the second region in the direction in which the plurality of protrusions are arranged, and has a shape that extends along the running direction and tapers downstream of the running wind. including a second protrusion that is According to this structure, the flow of running air can be changed by the second projection on the end side of the second region in the direction in which the plurality of projections are arranged.

In the power conversion device for railway vehicles in which the protrusion has a shape that generates a swirling flow, the protrusion preferably has a curved shape without sharp corners. With this configuration, stress is less likely to be concentrated on the curved surface than on a sharp corner, so local concentration of stress on the protrusion can be suppressed.

In this case, the protrusion preferably has a hemispherical shape. With this configuration, the entire protrusion has a curved shape, so that local concentration of stress on the protrusion can be further suppressed.

In the power conversion device for a railway vehicle in which the protruding portion has a curved surface shape, preferably, the protruding portion having a curved surface shape is integrally formed with the surface of the power converter housing near the concave portion by press working. there is With this configuration, local concentration of stress in the protrusion is suppressed, so that when the surface and the protrusion are integrally formed, the protrusion is damaged due to the stress. can be suppressed. Moreover, since the surface and the protrusion are integrally formed, it is possible to prevent the protrusion from coming off the surface. In addition, the number of parts of the power conversion device for railway vehicles can be reduced compared to the case where the protrusion is provided separately from the surface.

ADVANTAGE OF THE INVENTION According to this invention, as mentioned above, it can be made easy to flow into the cooling fin arrange|positioned at the recessed part of the housing|casing for electric power converters.

1 is a schematic side view showing a rail vehicle according to a first embodiment; FIG. It is a sectional view along the running direction of the electric power converter by a 1st embodiment. It is the perspective view which looked at the power converter device by 1st Embodiment from the downward side. It is a bottom view of the power converter by 1st Embodiment. It is the expansion perspective view which looked at the projection part by 1st Embodiment from the downward side. It is an enlarged bottom view of the 1st protrusion by 1st Embodiment. It is an enlarged bottom view of the second protrusion according to the first embodiment. 900-900 of FIG. 2. FIG. FIG. 10 is a cross-sectional view of the power conversion device according to the second embodiment along the direction of the crosstie. FIG. 10 is a cross-sectional view taken along line 910-910 of FIG. 9; It is the figure which looked at the recessed part by 2nd Embodiment from the side. FIG. 11 is a cross-sectional view of the power conversion device according to the third embodiment along the sleeper direction; FIG. 12 is an enlarged view of the vicinity of the concave portion according to the fourth embodiment; It is the expansion perspective view which looked at the projection part by 4th Embodiment from the downward side. FIG. 14 is an enlarged view of the vicinity of the protrusion in FIG. 13; FIG. 11 is a cross-sectional view of a power conversion device according to a first modified example of the second embodiment, taken along the sleeper direction; FIG. 11 is a cross-sectional view of a power conversion device according to a second modification of the second embodiment, taken along the sleeper direction;

Embodiments embodying the present invention will be described below with reference to the drawings.

[First embodiment]
A configuration of a power converter 100 according to the first embodiment will be described with reference to FIGS. 1 to 8. FIG. In addition, the power conversion device 100 is an example of a “railway vehicle power conversion device” in the scope of claims.

As shown in FIG. 1, the power conversion device 100 includes a power conversion section 1 such as an inverter. In addition, the power conversion device 100 is attached to a lower portion 101b of a railroad vehicle main body 101a of a railroad vehicle 101, accommodates the power conversion unit 1 therein, and is provided with a recessed portion 2 (see FIG. 2) that is recessed inward. A housing 10 is provided. The housing 10 is attached to the lower portion 101b of the railway vehicle body 101a by a plurality of metal fittings 102 (see FIG. 2). Further, the concave portion 2 is provided on the bottom surface 11 of the housing 10 . The housing 10 is an example of the "power converter housing" in the scope of claims.

Note that the railroad vehicle 101 is a railroad vehicle that runs in a state in which a plurality of vehicles are organized. As shown in FIG. 1, the railcar 101 is configured to run on electric power supplied from an overhead wire 103 as an AC power supply or a DC power supply. For example, the railcar 101 is a conventional electric train or a high-speed railcar. In the following description, a high-speed railway vehicle in which the railway vehicle 101 is an AC electric vehicle will be described as an example. The railway vehicle 101 is also provided with a pantograph 101c and electrical equipment (not shown) such as a transformer, an induction motor, and an air conditioner. The pantograph 101c has a role of receiving power from the overhead wire 103 . The power converter 1 has a role of converting the AC voltage from the pantograph 101c transformed by the transformer into a desired three-phase AC voltage and frequency, and outputting it to an induction motor, an air conditioner, and the like.

The housing 10 is provided so as to extend from near one end 101e (see FIG. 8) in the Y direction (crosstie direction) of the railway vehicle body 101a to near the other end 101f (see FIG. 8). .

As shown in FIG. 2 , the power conversion device 100 includes a plurality of plate-like cooling fins 3 arranged in the concave portion 2 . By arranging the cooling fins 3 in the concave portion 2 , it is possible to prevent the cooling fins 3 from exceeding the equipment limits of the railway vehicle 101 . The plurality of cooling fins 3 extend along the running direction (X direction) of the railroad vehicle body 101a and are spaced apart from each other in the crosstie direction (Y direction). In addition, the plurality of cooling fins 3 cools the power conversion unit 1 by running wind of the railroad vehicle main body 101a. Each of the plurality of cooling fins 3 is provided so as to protrude from the lower portion 101b of the railroad vehicle main body 101a to the outside (atmosphere side) of the railroad vehicle main body 101a. The sleeper direction (Y direction) is a direction orthogonal to the running direction (X direction).

The concave portion 2 includes a flat portion 20 on which the cooling fins 3 are arranged. The flat portion 20 is provided at the center of the recessed portion 2 (and the housing 10) in the running direction (X direction) of the railroad vehicle main body 101a. Further, the concave portion 2 includes a pair of inclined surface portions 21 arranged adjacent to both the upstream side and the downstream side of the flat portion 20 with respect to the running wind. That is, bottom surface 11 (see FIG. 1) of housing 10 includes flat portion 20 and a pair of inclined surface portions 21 .

Here, in the first embodiment, the power conversion device 100 is provided on the surface of the housing 10 in the vicinity of the recessed portion 2 and on the upstream side of the cooling fins 3, and the direction in which the recessed portion 2 is recessed. is provided with a protrusion 4 projecting to the opposite side. Specifically, the concave portion 2 is recessed upward (Z1 side). That is, the projecting portion 4 is provided so as to protrude downward (Z2 side) from the bottom surface 11 of the housing 10 in the vicinity of the concave portion 2 in a state where the housing 10 is attached to the lower portion 101b of the railroad car main body 101a. there is Moreover, the protrusion 4 is provided so that the entire protrusion 4 is accommodated inside the recess 2 without protruding outside the recess 2 . Moreover, the protrusion 4 is formed integrally with the housing 10 . In addition, the protrusion 4 is made of metal.

In the first embodiment, as shown in FIG. 3, the protrusion 4 is arranged in the direction in which the plurality of cooling fins 3 are arranged (the Y direction) in the region S2 adjacent to the region S1 where the plurality of cooling fins 3 are provided. ) are arranged side by side. Specifically, the region S1 where the cooling fins 3 are provided is provided so as to line up with the region S2 where the projections 4 are provided along the X direction. The direction in which the plurality of cooling fins 3 are arranged is the crosstie direction. Also, the area S1 and the area S2 are examples of the "first area" and the "second area" in the claims, respectively.

Specifically, two regions S1 in which the plurality of cooling fins 3 are provided are provided side by side along the Y direction (crosstie direction). Each of the two regions S1 is provided so as to be sandwiched between the regions S2 in the X direction (running direction). In addition, the plurality of protrusions 4 are arranged side by side at intervals in the region S2.

Two regions S1 arranged in the Y direction are separated by the first convex portion 50 provided between the regions S1. Two regions S2 arranged in the Y direction on both sides of the region S1 in the X direction are separated by the second convex portions 51 provided between the regions S2.

The protrusion 4 includes a first protrusion 40 and a second protrusion 41 . A plurality of first projections 40 and a plurality of second projections 41 are provided in each of the plurality of regions S2. Specifically, in each of the plurality of regions S2, a plurality of first protrusions 40 are provided side by side in the Y direction, and the plurality of first protrusions 40 provided side by side in the Y direction are arranged on both sides in the Y direction. Two second projections 41 are provided so as to sandwich between them. In addition, in the following description, when the projection portion 4 is described, it is assumed that it is a feature common to the first projection 40 and the second projection 41 .

Moreover, in the first embodiment, the protrusion 4 is provided on each of the pair of inclined surface portions 21 . That is, the surface of the housing 10 on which the projecting portion 4 is arranged is the surface 21 a provided on the inclined surface portion 21 . Specifically, the entirety of the first projection 40 is provided on the surface 21 a of the inclined surface portion 21 . The second protrusion 41 is provided so as to straddle the inclined surface portion 21 and the flat portion 20 (see FIG. 4). In addition, the projecting portion 4 is directly provided on the inclined surface portion 21 .

Further, in the first embodiment, at least part of the protrusion 4 is provided in the vicinity of the end 21b of the inclined surface portion 21 on the side opposite to the flat portion 20 . Specifically, the first projection 40 includes an end portion 40a of the first projection 40 opposite to the flat portion 20, and the inclined surface portion is arranged such that the end portion 40a is provided at the end portion 21b of the inclined surface portion 21. 21 is located. In addition, the second projection 41 includes an end portion 41 a of the second projection 41 opposite to the flat portion 20 , and is flat with the inclined surface portion 21 so that the end portion 41 a is provided at the end portion 21 b of the inclined surface portion 21 . It is arranged so as to straddle the portion 20 . Although the end portion 21b of the inclined surface portion 21 is shown to be angular in FIG. 2, the end portion 21b of the inclined surface portion 21 may have an R shape.

In addition, in the first embodiment, the projections 4 are provided on both sides of the recesses 2 in the running direction with respect to the cooling fins 3 . In other words, the protrusions 4 are provided on both the upstream side and the downstream side of the running wind with respect to the cooling fins 3 . Note that the arrangement and configuration (the number, etc.) of the protrusions 4 are symmetrical on the X1 side and the X2 side centering on the cooling fins 3 (area S1) when viewed from the lower side (Z2 side). .

Further, in the first embodiment, at least part of the protrusion 4 is provided on the surface 21a of the inclined surface portion 21, and extends in the running direction. It has a shape in which the heights (h1, h2) of the portion of the protrusion 4 provided on the surface 21a of the inclined surface portion 21 are increased. Specifically, the height h1 of the first projection 40 is 0 at the end portion 40a of the first projection 40 and gradually increases toward the downstream side. Also, the height h2 of the second protrusion 41 is zero at the end portion 41a of the second protrusion 41 . Further, the height h2 of the portion 410 (see FIG. 4) of the second projection 41 provided on the inclined surface portion 21 gradually increases toward the downstream side. Further, the height h2 of the portion 411 (see FIG. 4) of the second protrusion 41 provided on the flat portion 20 is constant.

Further, in the first embodiment, the first projection 40 has a pair of surfaces 40b and 40c, and has a shape that extends along the running direction and tapers downstream of the running wind. . The pair of surfaces 40b extends to intersect the surface 21a of the housing 10 near the concave portion 2. As shown in FIG. Further, the surface 40c is provided so as to connect the pair of surfaces 40b. Specifically, as shown in FIG. 4, the surface 40c is a substantially isosceles triangle with the top end 40d of the first projection 40 on the downstream side of the traveling wind as viewed from below (as seen from the Z2 direction). have a shape. Further, the surface 40b has a right-angled triangular shape (see FIG. 5) that tapers toward the upstream of the running wind when viewed from the side. In addition, the surface 40b and the surface 40c are the side surface and the lower surface of the first projection 40, respectively. Moreover, the surface 40b and the surface 40c are examples of the "first surface" and the "second surface" in the claims, respectively.

Specifically, the pair of surfaces 40b are provided so as to gradually approach each other toward the downstream side of the running wind. The surface 40c connects the pair of surfaces 40b and has a flat shape. Specifically, the pair of surfaces 40b are connected to each other by the tip portion 40d of the first projection 40. As shown in FIG. The distal end portion 40d is not formed in a pin-square shape, but is formed in a plane shape having a predetermined area. That is, the tip portion 40d is chamfered. Also, a corner 40e (see FIG. 5) between the surfaces 40b and 40c is not formed in a pin-like shape, but is formed in a planar shape having a predetermined area (chamfered). The surface 40c is a flat surface extending in the horizontal direction (a surface extending parallel to the ground).

Specifically, as shown in FIG. 3, each of the pair of surfaces 40b of the first protrusion 40 is provided to extend downward (Z2 direction side) from the surface 21a of the inclined surface portion 21. As shown in FIG. That is, each of the pair of surfaces 40b is provided so as to be orthogonal to the surface 40c of the first protrusion 40 extending in the horizontal direction. In the X direction, the position where the tip portion 40d of the first protrusion 40 is provided and the flat portion 20 where the cooling fins 3 are arranged are separated from each other.

Further, in the first embodiment, the second projection 41 is provided at the end of the region S2 in the direction (Y direction) in which the plurality of projections 4 are arranged, extends along the running direction, and extends downstream of the running wind. It has a tapered shape. Specifically, the second protrusions 41 are provided at both ends of the region S2 in the Y direction.

The second protrusion 41 has a surface 41b and a surface 41c. The surface 41b extends to intersect the surface 21a of the inclined surface portion 21. As shown in FIG. The surface 41c is a flat surface (a surface extending parallel to the ground) that is connected to the surface 41b and extends in the horizontal direction. Specifically, as shown in FIG. 4, the surface 41c has a substantially right-angled triangular shape with the top end 41d of the projection 4 on the downstream side of the traveling wind as viewed from below (as seen from the Z2 direction). have. The distal end portion 41d is not formed in a square pin shape, but is formed in a plane shape having a predetermined area (chamfered). A corner 41e (see FIG. 3) between the surface 41b and the surface 41c is not formed like a pin, but is formed (chamfered) into a plane having a predetermined area.

Further, the surface 41b has a right-angled triangular shape (see FIG. 3) that tapers toward the upstream of the running wind when viewed from the side. In addition, the surface 41b and the surface 41c are the side surface and the lower surface of the second protrusion 41, respectively.

Further, as shown in FIG. 4, the length L11 of the first protrusion 40 in the X direction is smaller than the length L12 of the second protrusion 41 in the X direction. That is, the tip portion 41d of the second projection 41 is provided at a position closer to the cooling fin 3 than the tip portion 40d of the first projection 40 is. Note that the position of the tip 41d of the second projection 41 in the Y direction is shifted from the position of the cooling fin 3 in the Y direction.

Moreover, as shown in FIGS. 5 and 6 , the protrusion 4 has a shape that generates a swirling flow downstream of the protrusion 4 . Specifically, in the first protrusion 40, the traveling wind f1 flowing along one of the pair of surfaces 40b, the traveling wind f2 flowing along the other of the pair of surfaces 40b, and the traveling wind f3 flowing along the surface 40c cross each other on the downstream side of the first protrusion 40 (on the tip portion 40d side) (see FIG. 6), thereby forming a swirling flow F1. Note that the swirl flow F1 is a swirl flow in which the rotation axis extends along the X direction.

In addition, as shown in FIG. 7, in the second projection 41, the traveling wind f4 flowing along the surface 41b and the traveling wind f5 flowing along the surface 41c are located downstream of the second projection 41 (end portion 41d side). ), a swirling flow F2 is formed. Note that the swirl flow F2 is a swirl flow in which the rotation axis extends along the X direction.

(Effect of the first embodiment)
The following effects can be obtained in the first embodiment.

In the first embodiment, as described above, the protrusion 4 is provided on the surface 21a of the housing 10 in the vicinity of the recessed portion 2 and upstream of the cooling fins 3, so that the recessed portion 2 is recessed. The power electronics device 100 is configured to protrude in the opposite direction. As a result, the direction of the running wind is changed by the protrusion 4, so that the running wind can be disturbed. As a result, it is possible to reduce the swirl of the air that causes stagnation (stagnation) of the air that occurs in the concave portion 2 due to the turbulence of the running wind. As a result, it is possible to suppress the flow of the running wind into the cooling fins 3 due to the vortex of the air generated in the concave portion 2 . As a result, it is possible to make it easier for the running wind to flow into the cooling fins 3 arranged in the concave portion 2 of the lower portion 101b of the railroad car main body 101a. In addition, since the running wind can easily flow into the cooling fins 3, the cooling efficiency of the power conversion unit 1 by the cooling fins 3 can be improved.

Moreover, since the housing 10 is provided with the protrusions 4 , maintenance of the protrusions 4 can be performed by removing the housing 10 from the railway vehicle main body 101 a. As a result, maintenance of the projecting portion 4 can be facilitated as compared with maintenance of the projecting portion 4 in a state where the housing 10 is attached to the railway vehicle main body 101a.

Further, in the first embodiment, as described above, the power conversion device 100 is configured such that the protrusion 4 has a shape that generates swirling flows (F1, F2) downstream of the protrusion 4. do. As a result, by generating the swirling flows (F1, F2) in the recessed portion 2, the air in the recessed portion 2 can be stirred by the swirling flows (F1, F2), thereby causing turbulence in the flow. , the air swirl generated in the concave portion 2 can be effectively reduced. As a result, it is possible to make it easier for the running wind to flow into the cooling fins 3 . Thereby, the cooling efficiency of the power converter 1 by the cooling fins 3 can be further improved.

Further, in the first embodiment, as described above, the protrusion 4 has a pair of surfaces 40b extending so as to intersect the surface 21a of the housing 10 near the concave portion 2, and a pair of surfaces 40b so as to connect the pair of surfaces 40b. The power conversion device 100 is configured so as to include a first projection 40 that has a surface 40c provided in the . As a result, the tapered shape of the first projection 40 makes it easier for the running winds (f1, f2) flowing along the pair of surfaces 40b of the first projection 40 to cross each other on the tip side of the pair of surfaces 40b. Flow F1 can be easily generated.

Further, in the first embodiment, as described above, the pair of surfaces 40b are provided so as to gradually approach each other toward the downstream side of the running wind, and the surface 40c connects the pair of surfaces 40b. The power conversion device 100 is configured to have a flat surface shape. As a result, the speed difference between the running wind f3 flowing along the surface 40c and the running wind (f1, f2) flowing along the pair of surfaces 40b, and the running wind f1 flowing along one of the pair of surfaces 40b The swirling flow F1 can be more easily generated by both the angular difference between the traveling wind f2 flowing along the other surface 40b and the traveling wind f3 flowing along the surface 40c.

Further, in the first embodiment, as described above, in a state in which the housing 10 is attached to the lower portion 101b of the railway vehicle main body 101a, the protrusion 4 extends downward from the bottom surface 11 of the housing 10 in the vicinity of the concave portion 2. The power electronics device 100 is configured to protrude. As a result, the running wind flowing on the side of the bottom surface 11 of the housing 10 can be easily made to flow into the cooling fins 3 arranged in the recessed portion 2 by means of the protrusions 4 .

Further, in the first embodiment, as described above, the power conversion device 100 is configured such that the protrusions 4 are provided on both sides of the recesses 2 in the running direction with respect to the cooling fins 3 . As a result, the projecting portion 4 can be arranged on the upstream side of the cooling fins 3 regardless of the running direction of the railroad vehicle main body 101a.

Further, in the first embodiment, as described above, the power conversion device 100 is configured such that the protrusion 4 is provided on each of the pair of inclined surface portions 21 . As a result, the projections 4 on each of the pair of inclined surface portions 21 can disturb the flow of the running air.

Further, in the first embodiment, as described above, the power conversion device 100 is configured such that at least part of the protrusion 4 is provided at the end portion 21b of the inclined surface portion 21 opposite to the flat portion 20. . As a result, at least a portion of the protrusion 4 at the end 21 b of the inclined surface 21 can disturb the flow of the running air. Further, since the end portion 21b of the inclined surface portion 21 is a portion where the shape of the housing 10 changes, the flow of running air tends to change. As a result, since at least part of the protrusion 4 is provided at the end portion 21b where the flow of running wind tends to change, the flow of running wind can be changed more effectively. As a result, the flow of running wind can be disturbed more effectively.

Further, in the first embodiment, as described above, the protrusion 4 extends in the running direction, and the height of the portion of the protrusion 4 provided on the surface 21a of the inclined surface portion 21 increases downstream in the running direction. The power conversion device 100 is configured to have a shape in which the height (h1, h2) increases. As a result, the downstream portion of the protrusion 4 is arranged at a position close to the lower side of the concave portion 2, so that the flow of the running wind flowing below the concave portion 2 can be easily disturbed.

Further, in the first embodiment, as described above, in the region S2 adjacent to the region S1 in which the plurality of cooling fins 3 are provided, the plurality of protrusions 4 are arranged side by side along the direction in which the plurality of cooling fins 3 are arranged. The power conversion device 100 is configured as follows. As a result, compared to the case where only one protrusion 4 is provided, it is possible to suppress unevenness in the running air volume flowing into the cooling fins 3 in the direction in which the plurality of cooling fins 3 are arranged.

Further, in the first embodiment, as described above, the protrusion 4 is provided at the end of the region S2 in the direction in which the plurality of protrusions 4 are arranged, extends along the running direction, and extends downstream of the running wind. The power conversion device 100 is configured so as to include the second projection 41 having a tapered shape. As a result, the second protrusions 41 can change the flow of the running wind on the end side of the region S2 in the direction in which the plurality of protrusions 4 are arranged.

[Second embodiment]
A second embodiment will be described with reference to FIGS. 9 to 11. FIG. In this second embodiment, unlike the first embodiment in which the bottom surface 11 of the housing 10 is provided with the concave portion 2 , the side surface 111 of the housing 110 is provided with the concave portion 12 . In the figure, the same reference numerals are given to the same configurations as those of the first embodiment, and the description thereof will be omitted.

As shown in FIG. 9, the power conversion device 200 includes a housing 110 provided with an inward recessed portion 12 . Further, the concave portion 12 is provided on the side surface 111 of the housing 110 . Note that the housing 110 is an example of the “power converter housing” in the scope of claims. Also, the power conversion device 200 is an example of a "railway vehicle power conversion device" in the scope of claims.

The housing 110 is provided close to an end portion 101e on one side (for example, the Y2 side) in the Y direction (crosstie direction) of the railway vehicle body 101a. A side surface 111 of the housing 110 is a side surface of the housing 110 on the Y2 side. That is, when the railway vehicle main body 101a is viewed from the outside (Y2 side), the concave portion 12 is exposed.

As shown in FIG. 10, the concave portion 12 includes a flat portion 120 on which the cooling fins 3 are arranged. Further, the concave portion 12 includes a pair of inclined surface portions 121 arranged adjacent to both the upstream side and the downstream side of the flat portion 120 with respect to the running wind. That is, side surface 111 of housing 110 includes flat portion 120 and a pair of inclined surface portions 121 . Moreover, the side surface 111 (the flat portion 120 and the inclined surface portion 121) is provided so as to extend along the vertical direction. That is, the side surface 111 is provided so as to extend perpendicularly to the ground. In addition, the cooling fins 3 are provided so as to extend in the horizontal direction.

The power conversion device 200 includes a protrusion 14 . The projecting portion 14 is provided on the surface 121 a of the inclined surface portion 121 . Projection portion 14 includes a first projection 140 and a second projection 141 . The first protrusion 140 and the second protrusion 141 have the same configurations as the first protrusion 40 and the second protrusion 41 of the first embodiment, respectively, so detailed description thereof will be omitted. In addition, in the following description, when the protrusion 14 is described, it is assumed that it is a feature common to the first protrusion 140 and the second protrusion 141 .

Here, in the second embodiment, when the housing 110 is attached to the lower part 101b (see FIG. 9) of the railroad car main body 101a, the protrusion 14 is formed from the side surface 111 of the housing 110 near the concave portion 12. It is provided so as to protrude in the direction. That is, the protrusion 14 is provided so as to protrude toward the outside (Y2 side) of the railway vehicle main body 101a in the sleeper direction (Y direction).

In the second embodiment, as shown in FIG. 11, the protrusion 14 is arranged in the direction in which the plurality of cooling fins 3 are arranged (Z direction) in the region S12 adjacent to the region S11 in which the plurality of cooling fins 3 are provided. ) are arranged side by side. Specifically, the region S11 where the cooling fins 3 are provided is arranged along the X direction with the region S12 where the protrusions 14 are provided. Note that the regions S11 and S12 are examples of the "first region" and the "second region" in the claims, respectively.

In addition, in each of the plurality of regions S12, a plurality of first projections 140 are arranged side by side, and two second projections 141 are arranged so as to sandwich the plurality of first projections 140 arranged side by side in the Z direction. is provided.

Also, the first protrusion 140 has a pair of surfaces 140b and 140c. The pair of surfaces 140b extends to intersect the surface 121a of the housing 110 near the concave portion 12. As shown in FIG. Also, one of the pair of surfaces 140b is provided so as to face upward (Z1 side). The other of the pair of surfaces 140b is provided so as to face downward (Z2 side). The surface 140c is provided so as to face the outside (Y2 side) of the railway vehicle body 101a in the sleeper direction (Y direction). The surface 140b and the surface 140c are examples of the "first surface" and the "second surface" in the claims, respectively.

The second protrusion 141 has a surface 141b and a surface 141c. The surface 141b extends to intersect the surface 121a of the inclined surface portion 121. As shown in FIG. The surface 141b is provided so as to face upward (Z1 side) or downward (Z2 side). The surface 141c is provided so as to face the outside (Y2 side) of the railway vehicle body 101a in the sleeper direction (Y direction).

Other configurations of the second embodiment are the same as those of the first embodiment.

(Effect of Second Embodiment)
The following effects can be obtained in the second embodiment.

In the second embodiment, in a state where the housing 110 is attached to the lower part 101b of the railroad car body 101a, the projection 14 protrudes sideways from the side surface 111 of the housing 110 in the vicinity of the concave portion 12. Configure the device 200 . This makes it easier for the running wind flowing along the side surface 111 of the housing 110 to flow into the cooling fins 3 arranged in the concave portion 12 . In addition, maintenance work on the side surface 111 side of the housing 110 is easier for the operator than on the bottom side of the housing 110 , so maintenance of the protrusion 14 by the operator can be facilitated.

Other effects of the second embodiment are the same as those of the first embodiment.

[Third Embodiment]
A third embodiment will be described with reference to FIG. In this third embodiment, the cooling fins 13 are attached to the heat pipes 30, unlike the second embodiment in which the cooling fins 3 themselves are directly attached to the concave portions 12. FIG. In the figure, the same reference numerals are assigned to the same configurations as those of the second embodiment, and the description thereof will be omitted.

As shown in FIG. 12 , the power conversion device 300 includes cooling fins 13 and heat pipes 30 . The power converter 300 is an example of a "railway vehicle power converter" in the claims.

The heat pipe 30 protrudes from the side surface 111 of the concave portion 12 (the surface corresponding to the flat portion 120 of the concave portion 12, see FIG. 10 of the second embodiment) toward the outside (Y2 side) of the railcar 101. is provided as follows. Moreover, the heat pipe 30 is provided so as to incline upward with respect to the horizontal direction. As a result, the refrigerant vaporized in the heat pipe 30 moves to the tip side (Y2 side) of the heat pipe 30 and then liquefies and returns to the base side (Y1 side). As a result, the coolant is circulated within the heat pipe 30 . Note that the coolant has a role of transporting heat generated in power conversion unit 1 into heat pipe 30 .

A plurality of cooling fins 13 are attached to the heat pipe 30 . Specifically, the cooling fins 13 are fixed to the heat pipes 30 by providing the heat pipes 30 so as to pass through the plate-shaped cooling fins 13 . Each of the plurality of cooling fins 13 is provided so as to extend along each of the running direction (X direction) and the vertical direction (Z direction) of the railway vehicle body 101a. Also, the plurality of cooling fins 13 are arranged at intervals in the crosstie direction (Y direction).

As a result, the heat pipe 30 can be efficiently cooled by making it easier for the running wind to flow into the cooling fins 3 arranged in the recessed portion 12 by means of the projecting portion 14 (see FIG. 10 of the second embodiment, etc.). It is possible.

Other configurations of the third embodiment are the same as those of the second embodiment. Other effects of the third embodiment are the same as those of the second embodiment.

[Fourth Embodiment]
A fourth embodiment will be described with reference to FIGS. 13 to 15. FIG. In this fourth embodiment, unlike the above-described first embodiment in which the protrusion 4 having a tapered shape is provided, a protrusion 34 having a curved surface shape is provided. In the figure, the same reference numerals are given to the same configurations as those of the first embodiment, and the description thereof will be omitted.

The configuration of a power converter 600 according to the fourth embodiment will be described with reference to FIGS. 13 to 15. FIG. Note that the power conversion device 600 is an example of a "railway vehicle power conversion device" in the scope of claims.

As shown in FIG. 13, the power conversion device 600 includes a housing 610 provided with an inward recessed portion 2 . It should be noted that the housing 610 is an example of the "power converter housing" in the scope of claims.

The power conversion device 600 includes a protrusion 34 . Specifically, the projecting portion 34 is arranged on the inclined surface portion 21 . An end portion 34 a of the projection portion 34 opposite to the flat portion 20 is provided at an end portion 21 b of the inclined surface portion 21 .

Here, in the fourth embodiment, as shown in FIG. 11, the protrusion 34 has a curved shape without sharp corners. Specifically, the surface of the protrusion 34 is curved as a whole without including flat portions or corner portions.

Specifically, the protrusion 34 includes a hemispherical shape. The term "hemispherical shape" does not mean only a shape obtained by cutting 1/2 of a sphere, but has a broader meaning including shapes obtained by cutting other than 1/2 of a sphere (for example, 2/3 of a sphere). .

Moreover, the protrusion 34 has a shape that generates a swirl flow F3 downstream of the protrusion 34 . Specifically, the traveling winds f11 flowing along the surfaces of the protrusions 34 cross each other on the downstream side of the protrusions 34, thereby forming the swirling flow F3. Note that the swirl flow F3 is a swirl flow in which the rotation axis extends along the X direction.

Further, in the fourth embodiment, the protrusion 34 having a curved surface shape is integrally formed with the surface 21a of the inclined surface portion 21 by press working. Specifically, as shown in FIG. 15, the projection 34 includes an outer peripheral edge 34b formed during press working of the projection 34. As shown in FIG. The outer peripheral edge 34b has an R shape.

Moreover, the projecting portion 34 is provided so that the lower end 34 c projects from the recessed portion 2 . Note that the lower end 34c of the projecting portion 34 is provided on the upper side (Z1 side) of the outfitting limit P1.

Note that when a device other than the power conversion device 600 is adjacent to the housing 610 in the X direction, the lower end of the device is closer to the railroad vehicle body than the position P2 of the end 34a of the protrusion 34 in the Z direction. It is preferably provided on the 101a side (the Z1 side in the fourth embodiment).

Other configurations of the fourth embodiment are the same as those of the first embodiment.

(Effect of the fourth embodiment)
The following effects can be obtained in the fourth embodiment.

In the fourth embodiment, as described above, the power conversion device 600 is configured such that the protrusion 34 has a curved shape without sharp corners. As a result, stress is less likely to be concentrated in the curved shape than in sharp corners, so local concentration of stress in the projection 34 can be suppressed.

In the fourth embodiment, as described above, the power conversion device 600 is configured such that the protrusion 34 has a hemispherical shape. As a result, the projection 34 as a whole has a curved shape, so that local concentration of stress on the projection 34 can be further suppressed.

In the fourth embodiment, as described above, the power conversion device 600 is configured such that the projection 34 having a curved surface shape is integrally formed with the surface 21a near the concave portion 2 by press working. As a result, local concentration of stress in the protrusions 34 is suppressed, so that the protrusions 34 are damaged due to the stress when the surface 21a and the protrusions 34 are integrally formed. can be suppressed. Moreover, since the surface 21a and the protrusion 34 are integrally formed, it is possible to prevent the protrusion 34 from coming off the surface 21a. Moreover, the number of parts of the power conversion device 600 can be reduced as compared with the case where the protrusion 34 is provided separately from the surface 21a.

Other effects of the fourth embodiment are the same as those of the first embodiment.

(Modification)
It should be noted that the embodiments disclosed this time should be considered as examples and not restrictive in all respects. The scope of the present invention is indicated by the scope of the claims rather than the description of the above-described embodiments, and includes all modifications (modifications) within the meaning and scope equivalent to the scope of the claims.

For example, in the above-described second embodiment, an example was shown in which the side surface 111 of the housing 110 provided with the concave portion 12 extends along the vertical direction, but the present invention is not limited to this. The side surface of the housing provided with the concave portion may be inclined with respect to the vertical direction.

Specifically, as shown in FIG. 16, the housing 210 of the power conversion device 400 includes side surfaces 211 that are inclined and curved with respect to the vertical direction. A concave portion 22 is provided on the side surface 211 . The recessed portion 22 includes a flat portion 220 on which the cooling fins 23 are arranged, and a pair of inclined surface portions 221 arranged adjacent to both upstream and downstream sides of the flat portion 220 with respect to the running wind. Flat portion 220 is provided to extend perpendicularly to the ground. A side surface 211 of the housing 210 includes a flat portion 220 and a pair of inclined surface portions 221 . In addition, the power conversion device 400 is an example of a “railway vehicle power conversion device” in the scope of claims. Further, the housing 210 is an example of the "power converter housing" in the scope of claims.

In addition, among the plurality of cooling fins 23, the length L1 in the Y direction increases as the cooling fin 23 is located on the upper side (Z1 side). That is, the cooling fins 23 on the upper side (Z1 side) protrude toward the Y2 side. Also in the second embodiment, the length of each of the plurality of cooling fins 13 may be the same as in FIG.

Further, projections 24 including first projections 240 and second projections 241 are provided at both ends of the concave portion 22 in the X direction.

Moreover, although FIG. 16 shows an example in which the flat portion 220 extends along the vertical direction, the present invention is not limited to this. Specifically, as shown in FIG. 17, housing 310 of power conversion device 500 includes flat portion 320 that is inclined with respect to the vertical direction. The flat portion 320 is provided in the concave portion 32 arranged on the side surface 311 of the housing 310 . Further, the concave portion 32 includes a pair of inclined surface portions 321 arranged adjacent to both the upstream side and the downstream side of the flat portion 320 with respect to the running wind. That is, side surface 311 of housing 310 includes flat portion 320 and a pair of inclined surface portions 321 . The flat portion 320 is inclined upward toward the Y2 side. Although FIG. 17 shows an example in which the lengths L2 of the plurality of cooling fins 33 are equal to each other, the lengths L2 of the plurality of cooling fins 33 may be different from each other. Also, the power conversion device 500 is an example of a "railway vehicle power conversion device" in the scope of claims. Further, the housing 310 is an example of a "power converter housing" in the scope of claims.

In addition, in the above-described first to fourth embodiments, the protrusions 4 (14, 34) have a shape that generates swirling flows (F1, F2, F3), but the present invention is limited to this. can't The protrusion may not have a shape that generates a swirling flow, as long as it has a shape that disturbs the flow of running air.

In addition, in the first to fourth embodiments, the protrusions 4 (14, 34) extend along the running direction and taper downstream of the running wind. Not limited. For example, the protrusion may have a semicircular shape when viewed from below. Moreover, a pair of side surfaces of the protrusion may have a curved shape.

Further, in the first embodiment, the surface 40c (second surface) of the first projection 40 is a flat surface extending in the horizontal direction (a surface extending parallel to the ground). The present invention is not limited to this. For example, the surface 40c may be a surface that slopes upward with respect to the ground.

In the first embodiment, the surface 40c (second surface) has a substantially isosceles triangular shape when viewed from below (as seen from the Z2 direction). is not limited to For example, the surface 40c may have a triangular shape other than an isosceles triangle. Note that the same may be applied to the second and third embodiments.

Further, in the first embodiment, each of the pair of surfaces 40b (first surface) is provided so as to be perpendicular to the surface 40c (second surface) of the first projection 40 extending in the horizontal direction. , the present invention is not limited to this. For example, the angle formed by each of the pair of surfaces 40b and the surface 40c may be an acute angle or an obtuse angle. Also, the angle formed by the surface 41b and the surface 41c of the second projection 41 may be an acute angle or an obtuse angle. Note that the same may be applied to the second and third embodiments.

Further, in the first to fourth embodiments, an example in which the protrusions 4 (14, 34) are directly provided on the inclined surface portion 21 (121) has been shown, but the present invention is not limited to this. A projecting portion may be provided indirectly on the inclined surface portion via a connecting portion.

In addition, in the first to fourth embodiments, the projections 4 (14, 34) are provided on both sides of the cooling fins 3 (13) in the traveling direction, but the present invention is limited to this. can't The protrusions 4 (14, 34) may be provided on one side in the traveling direction with respect to the cooling fins.

Further, in the first to third embodiments, the portion of the protrusion 4 (14) provided on the inclined surface portion 21 has a shape in which the height (h1, h2) increases toward the downstream in the running direction. Although an example has been given, the invention is not so limited. For example, the height of the protrusion may decrease as it goes downstream, or may be the same size at any position in the running direction. Further, the height of the portion of the second projection 41 (141) provided on the flat portion 20 (120) may increase toward the downstream side of the running wind.

Moreover, in the said 1st Embodiment, although the protrusion part 4 showed the example arranged in multiple numbers along the sleeper direction in area|region S2 (2nd area|region), this invention is not limited to this. Only one of either the first projection 40 or the second projection 41 may be arranged in the region S2. Note that the same may be applied to the second and third embodiments.

Further, in the above-described first to fourth embodiments, an example in which the railway vehicle 101 is an electric train on a conventional line or a high-speed railway vehicle has been described, but the present invention is not limited to this. For example, the railcar may be a diesel car (a train equipped with an engine).

Further, in the first to fourth embodiments, an example in which a pair of inclined surface portions 21 (121) are provided in the concave portion 2 (12) has been shown, but the present invention is not limited to this. The concave portion may not be provided with the inclined surface portion.

In addition, in the first to fourth embodiments, an example in which the protrusions 4 (14, 34) are provided on the surface 21a (121a) of the concave portion 2 (12) is shown, but the present invention is not limited to this. . The protrusions 4 (14, 34) may be provided in the vicinity of the concave portion 2 (12) and outside the concave portion 2 (12). Moreover, the protrusions 4 (14, 34) may be provided so as to straddle the outside and the inside of the concave portion 2 (12).

Further, in the first to fourth embodiments, an example in which the protrusions 4 (14, 34) are integrally formed with the housing 10 (110, 610) has been shown, but the present invention is limited to this. do not have. The protrusions 4 (14, 34) and the housing 10 (110, 610) are separately provided and may be connected to each other by bolting or welding.

In addition, in the above-described first to third embodiments, the second projection 41 (141) is provided so as to straddle the inclined surface portion 21 (121) and the flat portion 20 (120). It is not limited to this. The second projection may be provided only on the inclined surface portion 21 (121).

Further, in the above-described third embodiment, the heat pipe 30 is arranged in the concave portion 12 provided on the side surface 111 of the housing 110 (power conversion device housing). is not limited to For example, the heat pipe may be arranged in the concave portion 2 provided on the bottom surface 11 of the housing 10 in the first embodiment.

Further, in the fourth embodiment, an example in which the protrusion 34 has a hemispherical shape is shown, but the present invention is not limited to this. The protrusion may have a shape other than a hemispherical shape (for example, a semi-ellipsoidal shape) as long as it has a curved shape without sharp corners.

Further, in the first to fourth embodiments, an example in which a plurality of protrusions 4 (14, 34) are arranged in a row along the crosstie direction was shown, but the present invention is not limited to this. . A plurality of protrusions 4 (14, 34) may be arranged in a zigzag (staggered) pattern along the sleeper direction.

Further, in the fourth embodiment, an example is shown in which the protrusion 34 having a hemispherical shape is arranged in the concave portion 2 provided on the bottom surface 11 of the housing 10, but the present invention is not limited to this. . The protrusion 34 may be arranged in the recess 12 provided on the side surface 111 of the housing 110 as in the second and third embodiments.

Reference Signs List 1 power conversion unit 2 concave portion 3 cooling fins 4, 14, 24, 34 projections 10, 110, 210, 310, 610 case (case for power converter)
11 bottom surface 20, 120, 220, 320 flat portion 21, 121, 221, 321 inclined surface portion 21a, 121a surface 21b, 121b end portion (end portion of inclined surface portion)
40, 140, 240 first projection 41, 141, 241 second projection 40b, 140b surface (first surface)
40c, 140c surface (second surface)
100, 200, 300, 400, 500, 600 Power conversion device (Railway vehicle power conversion device)
101a railcar main body 101b lower portion 111 side surface 411 portion F1, F2, F3 swirling flow h1, h2 height S1, S11 region (first region)
S2, S12 area (second area)

Claims (15)

a housing for a power conversion unit, which is attached to the lower part of a railroad vehicle body and accommodates the power conversion unit therein, and is provided with a concave portion recessed inward;
a plurality of plate-like cooling fins extending along the running direction of the railroad vehicle main body and arranged at intervals in the recessed portion to cool the power conversion unit by running wind of the railroad vehicle main body;
a projection provided on the surface of the power conversion unit housing near the recessed portion and upstream of the cooling fins and protruding in a direction opposite to a direction in which the recessed portion is recessed; A power conversion device for railway vehicles, comprising: 2. The railway vehicle power converter according to claim 1, wherein said projection has a shape that generates a swirling flow downstream of said projection. The projecting portion has a pair of first surfaces extending to intersect the surface of the power converter housing near the concave portion, and a second surface provided to connect the pair of first surfaces. and a first projection extending along the running direction and tapered downstream of the running wind. The pair of first surfaces are provided so as to gradually approach each other downstream of the running wind,
4. The railway vehicle power converter according to claim 3, wherein said second surface connects said pair of first surfaces and has a flat surface shape. The recessed portion is provided on the bottom surface of the housing for the power conversion unit,
The projecting portion is provided so as to protrude downward from the bottom surface of the power conversion unit housing near the concave portion in a state where the power conversion unit housing is attached to the lower portion of the railway vehicle body. The power conversion device for railway vehicles according to any one of claims 1 to 4, wherein: The concave portion is provided on a side surface of the housing for the power conversion unit,
The projecting portion is configured to protrude sideways from the side surface of the power conversion unit housing near the concave portion in a state where the power conversion unit housing is attached to the lower portion of the railroad vehicle body. The power conversion device for railway vehicles according to any one of claims 1 to 4, wherein the power converter is provided. 7. The railway vehicle power conversion device according to claim 1, wherein said protrusions are provided on both sides of said concave portion in said running direction with respect to said cooling fins. The recessed portion is provided in the center of the recessed portion in the running direction of the railway vehicle body, and is adjacent to both the flat portion on which the cooling fins are arranged and the upstream side and the downstream side of the running wind of the flat portion. and a pair of sloping surface portions arranged as
8. The railway vehicle power conversion device according to claim 7, wherein said projecting portion is provided near each of said pair of inclined surface portions. 9. The railway vehicle power conversion device according to claim 8, wherein at least part of said protrusion is provided in the vicinity of an end of said inclined surface portion opposite to said flat portion. At least part of the protrusion is provided on the surface of the inclined surface portion, and the protrusion extends in the running direction and is provided on the surface of the inclined surface portion in the downstream direction in the running direction. 10. The railway vehicle power converter according to claim 8 or 9, having a shape in which the height of the portion of the projecting portion where the projection is located is increased. A plurality of said protrusions are arranged side by side along the direction in which said plurality of cooling fins are arranged in a second region adjacent to said first region where said plurality of cooling fins are provided. The power conversion device for railway vehicles according to any one of the above. The protrusion is provided at an end of the second region in the direction in which the plurality of protrusions are arranged, and has a shape that extends along the running direction and tapers downstream of the running wind. 12. The railway vehicle power converter according to claim 11, comprising a second projection. 3. The railway vehicle power converter according to claim 2, wherein said projecting portion has a curved surface shape without sharp corners. 14. The railway vehicle power converter according to claim 13, wherein said protrusion has a hemispherical shape. 15. The railway vehicle power converter according to claim 13 or 14, wherein the protrusion having a curved surface shape is integrally formed with the surface of the power conversion unit housing near the concave portion by press working. Device.

Images