86results about "Air resistance reduction technology" patented technology

Provided is an accelerating and energy-saving moving device, a certain distance and a fluid layer are positioned between an outer case and an inner case of the device, the fluid layer is fore-and-aft communicated with a leading-in port arranged at the front end and a leading-out port mounted at the rear end, at least one leading-in port and one balance port which are arranged on the surrounding case body of the outer case are communicated with the fluid layer, the leading-in port, the balance port and the leading-in port which is arranged at the front end receive forward fluid, and the forward fluid is discharged from the leading-out port which is disposed at the middle portion or rear end of the device after passing through the fluid layer. An impeller and a generator are driven by the fluid layer to replenish energy source for fuel power and to drive a motor, a speed reducer, a differential mechanism and two half-spindles via a control panel, and the moving device is further driven to move. The invention further discloses energy-saving devices which employ the method, such as cars, trains, ships, submarines, airplanes, missiles, rockets and the like, the invention is in particular applicable to cars and trains. The resistance of a moving body in moving can be greatly reduced with the employment of the invention, and the energy consumption is greatly lowered, thereby the moving body can be accelerated extremely rapidly.

A method for reducing drag, increasing lift and heat transfer using a de-turbulating device is disclosed, with the preferred form of the deturbulator being a flexible composite sheet. The flexible composite sheet comprising a membrane, a substrate coupled to the membrane, and a plurality of ridges coupled between the membrane and the substrate, wherein a vibratory motion is induced from the flow to at least one segment of a membrane spanning a distances, wherein the vibratory motion is reflected from at least one segment of the membrane to the flow, and; wherein a reduction in fluctuations is caused in the flow pressure gradient and freestream velocity U at all frequencies except around f, where f>>U / s. hi one embodiment, the flexible composite sheet can be wrapped around a blunt leading edge of a plate facing an incoming flow of fluid, hi another embodiment, the flexible composite sheet can also be wrapped around one or more regions of an aerodynamic surface where a flow pressure gradient changes from favorable to adverse, hi another embodiment, the flexible composite sheet is replaced with a plurality of plates coupled to a substrate, wherein the plurality of plates has edges that interact with a fluid flow similar to a compliant surface. A method of adding a system of small viscous sublayer scale (around 30-80 micron height) backward and / or forward facing steps on the surface of an airfoil or other 2-D or 3-D streamlined aerodynamic body is disclosed, where the backward facing step is in a favorable pressure gradient and forward facing step is in an adverse pressure gradient, so as to speed up the freestream flow over the front portion of the airfoil or body and reduce skin friction drag by creating a marginally separated thin (0.1 to 10 microns) slip layer next to the wall behind the backward facing step and extending a significant distance behind said step. This method reduces the drag and increases lift if the body is a wing. Also the same method can be applied to a bluff body, such as an automobile to reduce flow separation induced drag by stabilizing the wake flow and making it appear to the flow as a solid streamiling extension of the original body. The gas mileage of a vehicle improves when treated in this manner.

The invention relates to a mechanism operative for opening and closure of a front hatch which is retractable into the body of a railway vehicle, whereby in a closed position a coupler which is supported from the vehicle's chassis is covered behind the front hatch and which coupler upon opening of the front hatch is uncovered in order to admit coupling to a connecting railway vehicle, said front hatch comprising at least two separable sections (15, 16; 115, 116) that are pivotally supported on a cantilever beam (2; 102) which extends freely from the vehicle's chassis. In a separated mode, the hatch sections are retractable inside the body in a linear motion which is guided along the cantilever beam (2; 102).

Disclosed is a train crosswind subsiding wing which can resist strong crosswind. The section of the crosswind subsiding wing resembles an inverted airplane wing and is arranged to have a proper incidence angle. The crosswind subsiding wings are mounted at the top of the train, one at the windward side and one at the leeward side, and the incidence angle and the height are adjustable. According to the running state of the train and the direction of the wind, the crosswind subsiding wing at the windward side is raised and the crosswind subsiding wing at the leeward side is adjusted to cling to the top of the train. In the case that the train encounters strong crosswind, the crosswind subsiding wing will have negative lift force opposite in direction with the lift force of an airplane wing, and additional pressure and relative force moment which is opposite in direction with the overturning moment of the train, will be generated at the windward side of the train, ensuring that the train body and the steering bogie maintain a good pressed-pillared connection condition, and balancing the overturning moment of the train, so the train does not lose balance, reaching the purpose that the train does not overturn when strong crosswind exists and ensuring the intrinsic safety of the train.

A railway vehicle comprises an air intake means 6 provided to a nose portion of a leading vehicle 1, an air tank (reservoir) 9 for storing intake air, and an air outlet 11, by which air is sucked in (breathed in) during entry of the leading vehicle to a tunnel and discharged within the tunnel, so as to reduce the pressure generated at the nose portion and to cut down micropressure waves. When the nose of the leading vehicle 1 enters a tunnel 3, an intake control valve 8 of the air reservoir depressurized to below atmospheric pressure (1 atm) opens to take in air through an air inlet 6 via a path 7 into the air reservoir 9. When the whole leading vehicle enters the tunnel, the intake control valve 8 closes, and air is discharged through the outlet 11 via a pump 10.

The invention relates to locomotives and carriages in railway systems, in particular to a high-speed railway based aerodynamic aerotrain with simulated wings on a chassis of an aerotrain body. Simulated wings in airplane wing simulated structure are symmetrically mounted on the left side and the right side of each carriage and the left side and right side of the chassis of a locomotive. In order to achieve better effects, enable the aerotrain to run more stably and safely and prevent the simulated wings from external wind direction influences, wind shields are arranged on two sides of a rail and above the wings. By the aid of the simulated wings mounted on the aerotrain, uplifting force is generated under the action of airflow in relative movement to the aerotrain, raising force can be provided for the aerotrain in high-speed running, and accordingly pressure applied to rails by the aerotrain is reduced, and extra energy consumption and pollution are avoided since the force is generated aerodynamically. Further, the simulated wings are simple in structure.

The invention provides a high-speed and energy-saving train which can effectively prevent a fluid hole from being sealed in the motion process, greatly reduces the fluid resistance and the lift resistance in the traveling process and is matched with a novel power system so as to realize the energy saving. The invention provides two schemes for the high-speed and energy-saving train, wherein one scheme is characterized in that the fluid resistance in the traveling process of the train is reduced and the energy is saved by arranging a fluid passage which penetrates through the whole train main body as well as a leading-in mouth and a leading-out mouth at the front and back; besides, a turbulence surface or a second fluid passage is arranged at the bottom of the train in both schemes so that a path that fluid passes through the bottom is larger than or at least equal to a path that the fluid passes through the upper part, therefore, the lift resistance is eliminated, the weight of the train is 1 / 5 of the weight of the conventional train, and the energy consumption for overcoming the mass motion is greatly reduced. By matching with a hybrid power system, the high-speed and energy-saving train can travel for a long distance without a power supply network on the way, thereby avoiding catastrophic effects on the traveling process from natural disasters.

A trolley transport system comprising at least two supports aligned in proximity to the cable, a pulley rotatably mounted to each support, a drive motor in mechanical communication with one of the pulleys, a continuous loop line suspended from the pulleys, an attachment device secured to the line, a connecting line secured to the attachment device; and a transport block slidably mounted on the cable and removably attached to the connecting line.

An automatic opening-closing unit for the movable head cover of locomotive with stream line contour is composed of fixed head cover, movable head cover, supporting mechanism, slide mechanism, pilot mechanism, link-rod unit, drive unit and the switching unit between manual and electric operations. Under the action of pilot mechanism, the link-rod, slide and supporting units and the movable head cover are sequentially driven by drive unit to move the movable head cover directionally to inside of fixed head cover or to original position for closing it. Said movable head cover can also be opened or closed manually when electric power is turned off.

The invention relates to a locomotive and coaches in a railway system, in particular to a high speed railway based aerodynamic aerotrain applying aerodynamics and provided with simulated wings. The simulated wings simulating a wing structure of an airplane are mounted on the top portion of each locomotive and each coach of a train. During traveling, due to the simulated wings mounted on the train, airflow moving relative to the train acts on the simulated wings to generate uplifting force, the uplifting force can be applied to the train traveling at high speed, so that pressure on a rail from the train is reduced, and since the force is generated by aerodynamic force, no extra energy is consumed, and no pollution is caused. Via relative motion to the train, the airflow can act on the simulated wings to generate the uplifting force, so that pressure on the rail from the train is reduced. The simulated wings are simple in structure.

The invention relates to locomotives and carriages in railway systems, in particular to a high-speed railway based aerodynamic aerotrain with simulated wings on lateral sides of an aerotrain body. Simulated wings in airplane wing simulated structure are symmetrically mounted on the left side and the right side of each carriage and locomotive. During running of the high-speed railway based aerodynamic aerotrain with simulated wings on lateral sides of the aerotrain body, by the aid of the simulated wings mounted on the aerotrain, uplifting force is generated under the action of airflow in relative movement to the aerotrain, raising force can be provided for the aerotrain in high-speed running, and accordingly pressure applied to rails by the aerotrain is reduced, and extra energy consumption and pollution are avoided since the force is generated aerodynamically. Further, the simulated wings are simple in structure.

The invention relates to an air inlet for a vehicle comprising an opening with an opening contour in an outer skin of the vehicle; at least one bottom element; one or several walls between the opening contour and the bottom element; and an air guide channel with a longitudinal axis, wherein the bottom element extends from the outer skin of the vehicle to an interior region of the vehicle underneath a border edge of the opening, and the air guide channel adjoins from between the bottom element and the border edge, wherein at least one transition region between the opening contour and the walls at least in some regions comprises an essentially convex-shaped profile that essentially extends parallel to the air guide channel. The air inlet according to the invention is in a position to remove air from a flow boundary layer and to provide said air to air-consuming systems.

Disclosed is a series of stacked intermodal containers, being pulled by a locomotive of a train, with aerodynamic drag reducing devices. The series includes at least a first, leading set of containers and a second, trailing set of containers. The first, leading set of containers has an aerodynamic drag reducing device with a drag reducing fairing and an attachment frame attached thereto facing a forward direction. The attachment frame includes at least one mounting device configured to be removably mounted in the tunnel of the top container of the first, leading set of containers. Additionally, the second, trailing set of containers may include a second, aerodynamic drag reducing device. Curtains may also be attached between a plurality of intermediate or adjacent sets of stacked containers to assist in reducing drag on the train when moving.

A device for reducing drag between high-speed multiple unit trains belongs to the technical field of railway carriages and is used for reducing air drag. The technical scheme of the device is as follows: the device for reducing drag between high-speed multiple unit trains comprises side windshields which are arranged at sides of each train body end wall, each side windshield comprises a strip rubber bag and a rubber bag frame, the shape of the strip rubber bags is matched with arc lines of the sides of the train body end walls, and the rubber bags are connected with the train body end walls bythe rubber bag frames. The device has simple structure and convenient and rapid installation, the multiple units need not to be broken up or made up, and the device can greatly reduce the air drag which is generated as air flow impacts the train body end walls, thus increasing the running speed of trains.

The railroad car 1 is equipped with the chassis 2 having at least one cavity 6 to support a supporting bogie 8 of the car 1, wherein the bogie 8 is extended approximately in the intersecting direction within the cavity 6. The chassis is equipped with at least one splitting device for correcting the shape of the cavity 6 or the shape of its neighboring area, in which the splitting device is to correct the turbulence of the air formed in the cavity 6 when the car moves, as well as a device for interrupting turbulence under railroad car chassis.

The invention relates to a power car for a narrow gauge electric motor car, which comprises a power car body, wherein, an electrical control system, a drive power supply and a braking device are arranged inside the car body; and two power steering frames are arranged at the bottom of the car body. The power car is characterized in that one of the power steering frames is arranged at the bottom of the car body under the drive power supply, and the other power steering frame is arranged between the bottom of the car body and the bottom of a carriage of an adjacent tow truck; the car body and the adjacent carriage are connected through an articulation device and a passing platform; the articulation device is arranged on a lower center plate of one of the power steering frames; the passing platform is arranged at the top of the articulation device; and the both sides between the car body and the adjacent carriage are connected with each other through a damper plate. The power car can be widely used in various occasions needing narrow gauge transportation, such as mine exploitation, tunnel excavation, light rails, subways, etc.

Disclosed is a series of stacked intermodal containers, being pulled by a locomotive of a train, with aerodynamic drag reducing devices. The series includes at least a first, leading set of containers and a second, trailing set of containers. The first, leading set of containers has an aerodynamic drag reducing device with a drag reducing fairing and an attachment frame attached thereto facing a forward direction. The attachment frame includes at least one mounting device configured to be removably mounted in the tunnel of the top container of the first, leading set of containers. Additionally, the second, trailing set of containers may include a second, aerodynamic drag reducing device. Curtains may also be attached between a plurality of intermediate or adjacent sets of stacked containers to assist in reducing drag on the train when moving.

An energy-saving vehicle, has a housing including an outer portion, an inner portion, an air-flow channel, at least a first air inlet, and at least an air outlet, a pair of front wheels, a pair of rear wheels, and a steering wheel. The air-flow channel is disposed between the outer portion and the inner portion of the housing. The first air inlet is disposed in the front of the vehicle The air outlet is disposed at the back of the vehicle, The first air inlet and the air outlet are connected to the air-flow channel. The front wheels and the rear wheels are driven by a power unit. The length of the air-flow channel is no less than that of the upper portion of the housing. As the vehicle travels at a high velocity, air is led in from the air inlet and sprayed from the back of the vehicle, instantly filling a low pressure region at the back of the vehicle and turning the back of the vehicle into a high pressure region, which saves energy. Moreover, since the length of the air-flow channel is larger than that of the upper portion of the housing, lift resistance is eliminated, and the vehicle travels more stably.

The invention relates to a train acceleration device. The train acceleration device comprises a train engine and a carriage body. The train acceleration device is characterized in that the top parts of the train engine and the carriage body are provided with a plurality of brackets; the brackets are provided with flying wings capable of rotating back and forth; and the inside of the train engine is provided with a controller. In marching, the angle of the flying winds is an elevation angle; and the air resistance is converted into lifting force. The weight of the train is lightened to achieve the aim of improving the speed of the train; in braking, the angle of the flying wings is changed to a depression angle; and the air resistance is increased and is converted into the braking force, thereby effectively reducing abrasion of a braking sheet and shortening the braking distance. The train acceleration device has the advantages of rapid acceleration, rapid braking, simple structure, convenient operation, energy conservation and environmental protection.

The invention discloses an operation system of a rail flying locomotive. The operation system comprises a locomotive and a pair of guide rails, wherein the bottom of the locomotive is provided with wheels. A plurality of locomotive bottom wings are arranged under the bottom surface of the locomotive from front to rear; each locomotive bottom wing is connected with the locomotive bottom surface by a plurality of supporting ribs; all the locomotive bottom wings decrease gradually from the front end to the rear end relative to the heights of the top surfaces of the guide rails; and the operation system comprises an anti-derailing mechanism for limiting the flying height of the locomotive. According to the rail flying locomotive, the safe and reliable flying can be realized by utilizing the ground effect, and the running speed of the locomotive is improved.

Disclosed is an aerodynamic pseudocontainer for a train. The pseudocontainer is configured to be stacked atop an intermodal container so that its aerodynamic configuration reduces drag when the train is in motion, thereby reducing fuel costs and emissions. The pseudocontainer may have connectors on its bottom so that when it is placed on top of the intermodal container, locking devices may be used for attachment. Also, a top portion and a support frame of the pseudocontainer include fittings with receiving openings configured to receive parts of a positioning device (e.g., a crane) to stack and align the body atop intermodal container. The fittings may be formed in accordance with ISO standards.

The invention provides an apron board locking failure protection device and a bullet train, wherein the apron board locking failure protection device comprises a first fixed piece which is used for being fixedly connected with a bottom frame of a vehicle and is provided with a first hooking piece, and a second fixed piece which is used for being fixedly connected with the upper end of an apron board and is provided with a second hooking piece; the first hooking piece and the second hooking piece are arranged in an opposite way and can be fixed in a hooking way; and the first hooking piece is hooked with the second hooking piece, so that the apron board can be prevented from getting away from the bottom frame of the vehicle, and the vehicle is ensured to run more safely. In addition, a curb chain is not used by the apron board locking failure protection device, so that the apron board is guaranteed not to be damaged.

The invention relates to a locomotive structure of a high speed train. A locomotive has streamline appearance; a head of the locomotive is a rotating body nose cone; a plow-shaped spoiler is arranged below the nose cone; a diversion trench structure is formed by the spoiler and the nose cone; the nose cone is connected with a wedge-shaped cab; the upper part of the cab protrudes upward to form an ellipsoidal vehicle front window; the nose cone, the cab and the vehicle front window are in smooth transition; and the height h from the center line of the nose cone to the bottom of the locomotive is 1 / 4 to 1 / 3 of the total height H of the locomotive. According to the invention, the nose cone at the head of the locomotive is a rotating body, so that the locomotive structure is beneficial for reducing the air resistance; by the reasonable matching of the diversion trench, the locomotive structure is beneficial for guiding most of air flow to the upper part of a vehicle body and both sides of the vehicle body and most of air flow is avoided entering a gap at the lower part of the vehicle body and a bogie region, and thus, the air resistance is effectively reduced; and due to the arrangement of the ellipsoidal vehicle front window, not only can the aerodynamic noise at the position be reduced, but also a visual field of a driver and the inner space of the cab can be increased.

An energy-saving vehicle, has a housing including an outer portion, an inner portion, an air-flow channel, at least a first air inlet, and at least an air outlet, a pair of front wheels, a pair of rear wheels, and a steering wheel. The air-flow channel is disposed between the outer portion and the inner portion of the housing. The first air inlet is disposed in the front of the vehicle The air outlet is disposed at the back of the vehicle, The first air inlet and the air outlet are connected to the air-flow channel. The front wheels and the rear wheels are driven by a power unit. The length of the air-flow channel is no less than that of the upper portion of the housing. As the vehicle travels at a high velocity, air is led in from the air inlet and sprayed from the back of the vehicle, instantly filling a low pressure region at the back of the vehicle and turning the back of the vehicle into a high pressure region, which saves energy. Moreover, since the length of the air-flow channel is larger than that of the upper portion of the housing, lift resistance is eliminated, and the vehicle travels more stably.

A railway vehicle includes an air intake 6 provided at a nose portion of a leading vehicle 1, an air tank (reservoir) 9 for storing intake air, and an air outlet 11, by which air is sucked in (breathed in) during entry of the leading vehicle to a tunnel and discharged within the tunnel, so as to reduce the pressure generated at the nose portion and to cut down micropressure waves. When the nose of the leading vehicle 1 enters a tunnel 3, an intake control valve 8 of the air reservoir, depressurized to below atmospheric pressure (1 atm), opens to take in air through an air inlet 6 via a path 7 into the air reservoir 9. When the whole leading vehicle enters the tunnel, the intake control valve 8 closes, and air is discharged through the outlet 11 via a pump 10.