Pantograph fairing

Abstract

The present application provides a pantograph fairing, comprising a fairing body, a main drive structure, a movable flap and a switch actuating mechanism; the fairing body is provided with an arc-shaped movable flap on each side of the upper surface, and the main drive structure is arranged at the middle position of the bottom of the fairing body; the main drive structure drives the switch actuating mechanism to drive the movable flap to open or close, so that the pantograph is completely closed, and the drag reduction effect is greatly improved.

Description

Technical Field

[0001] This invention belongs to the field of rail vehicle manufacturing technology, and in particular relates to a pantograph fairing. Background Technology

[0002] In the manufacturing process of high-speed trains, the pantograph fairing is integrally molded from fiberglass or carbon fiber, featuring an open structure. This means it has a small fairing at the front and separate small fairings on both sides, which smoothly transition with the dome-shaped cross-section of the roof. The pantograph fairing adopts a streamlined design, its function being to reduce vehicle drag, improve overall vehicle dynamics, and enhance the aesthetics of the vehicle's appearance. Traditional fairings are suitable for high-speed trains with speeds of 350 km / h and below. However, at higher speeds, vehicle drag is greater, and the drag reduction effect of traditional fairings is not significant, achieving only 0.4% of the overall vehicle drag reduction, which fails to meet the overall vehicle drag reduction requirements. (Refer to...) Figure 1 Traditional fairings are arranged on both sides of the roof and installed on the roof via a built-in sliding groove. The shape smoothly transitions with the dome of the roof. The middle part is the pantograph area 2, where the pantograph, terminals and other components are installed. The entire pantograph is completely exposed to the air. Summary of the Invention

[0003] This invention aims to solve the problem that traditional fairings have an insignificant drag reduction effect and fail to meet the drag reduction requirements of the entire vehicle. It provides a pantograph fairing that meets the drag reduction requirements of high-speed trains with higher speed levels, fully covering the pantograph area to further reduce vehicle drag and optimize the overall vehicle dynamics.

[0004] To achieve the above-mentioned objectives, this invention provides a pantograph fairing, comprising a fairing body, a main drive structure, a movable gate, and a switch actuator. The fairing body has an arc-shaped movable gate on each of its two upper sides. The main drive structure is located at the center of the bottom of the fairing body. The main drive structure includes a first motor, a reduction gearbox on each side of the fairing body, and a ball screw drive mechanism. The drive motor is connected to the two reduction gearboxes, and each reduction gearbox has a ball screw drive mechanism connected to both ends. The switch actuator includes a linear guide rail, a connecting rod slider, a load-bearing connecting rod, a movable gate, a guide wheel, and a guide groove. The linear guide rail is provided with… Located on the lower sides of the fairing, the connecting rod slider is fixed on the slider of the linear guide rail and connected to the screw nut of the ball screw drive mechanism. Each movable valve has two bearing connecting rods on one side. The upper part of the bearing connecting rod is rotatably connected to both ends of the movable valve, and the lower part is rotatably connected to both ends of the connecting rod slider. One of the bearing connecting rods has a guide wheel on its inner side. The guide groove is installed inside the fairing from both ends towards the middle at an upward angle, and the guide wheel is installed in the guide groove. The screw nut drives the connecting rod slider to move along the linear guide rail, so that the guide wheel moves along the guide groove, which drives the movable valve on the upper part of the bearing connecting rod to open or close. When open, the movable valve is hidden inside the fairing.

[0005] Furthermore, it also includes a small flip door, which is connected to the center end of the air deflector via a hinge. A second motor is connected to a push rod, which is fixedly connected to both sides of the small flip door.

[0006] Furthermore, it also includes a limit switch, which is set at the position where the fairing moving valve completes the opening and closing action. The first motor, the second motor and the limit switch are connected to the train control system. When the train control system receives an opening or closing signal, the train control system sends a command to drive the second motor to work. The second motor pushes the small tilting door to tilt open, and then the train control system sends a command to drive the first motor to work.

[0007] Furthermore, it also includes side guards that cover the switch actuators on both sides of the fairing.

[0008] Traditional fairings are suitable for high-speed trains with speeds of 350 km / h and below. When the speed of the train increases, the drag reduction effect of the fairing is not significant, only achieving 0.4% drag reduction for the entire train. To address this issue, this invention designs fairings of different heights to achieve drag reduction. Through simulation calculations, it is concluded that the drag reduction effect is most significant when the fairing height is between 580-600 mm. Furthermore, whether the pantograph is dislodged affects the drag reduction effect. When the pantograph is dislodged, the unsealed structure can only achieve a drag reduction of 1.2% for the entire train, while the fully enclosed fairing can achieve a drag reduction of 2.5% for the entire train. The drag reduction effect is 5 times better than the original structure and 1 times better than the unsealed pantograph fairing. At the same time, in this fully enclosed state, the fairing can effectively prevent snow, rain, and debris, and protect the electrical components in the pantograph area. Attached Figure Description

[0009] Figure 1 This is a schematic diagram of a traditional fairing.

[0010] Figure 2 This is a schematic diagram of the fairing of the present invention on a vehicle body;

[0011] Figure 3 This is the open state of the air deflector of the present invention;

[0012] Figure 4 This is the closed state of the air deflector of the present invention;

[0013] Figure 5 Schematic diagram of the opening and closing mechanism of the door

[0014] Figure 6 This is the logic control diagram for the opening and closing of the air deflector door of the present invention;

[0015] The components include: 1. Traditional fairing; 2. Pantograph area; 3. Fairing body; 4. Main drive structure; 5. Moving gate; 6. Small tilting gate; 7. Switching mechanism; 8. Side guard plate; 9. Sealing structure; 10. Pantograph end and terminal.

[0016] 401. First motor; 402. Gearbox; 403. Ball screw drive mechanism; 701. Bearing connecting rod; 702. Connecting rod slider; 703. Linear guide rail; 704. Guide groove Detailed Implementation

[0017] Reference Figure 2 The pantograph fairing completely covers the pantograph area and must avoid structures such as the pantograph and terminals. There must be no conductive material within 300mm around the pantograph end and terminal 10. Increasing the distance of the opening in the middle of the pantograph results in a larger fairing. In terms of installation, a mounting base needs to be welded to the roof. The overall frame of the mounting base ensures the flatness of the mounting plane, thereby ensuring the overall curvature of the fairing after installation. When the vehicle is running, the fairing reduces the overall vehicle drag by closing the upper small door to completely cover the pantograph area, while also protecting the electronic components in the pantograph area.

[0018] Reference Figure 3 , 4 The pantograph fairing of the present invention includes a fairing body 3, a main drive structure 4, a movable valve 5, and a switch actuator 7. The height of the fairing body 3 is between 580 and 600 mm. This height range was determined through simulation calculations, concluding that a fairing height between 580 and 600 mm provides the most significant rent reduction effect. An arc-shaped movable valve 5 is provided on each of the two sides of the top of the fairing body 3, and the main drive structure 4 is located at the center of the bottom of the fairing body 3. The main drive structure 4 includes a first motor 401, two reduction gearboxes 402, and four self-locking ball screw drive mechanisms 403. The two reduction gearboxes 402 are installed on both sides of the fairing body 3, and the drive motor is connected to the two reduction gearboxes 402. Each reduction gearbox 402 is connected to a ball screw drive mechanism 403 at each end. When the main drive structure 4 is working, the train control system sends a signal to the first motor 401. The first motor 401 is connected to four ball screws through the reduction gearbox 402 and moves simultaneously, driving the switch actuator 7, thereby driving the door mechanism to open and close the movable door 5. At the same time, the fairing is equipped with a manual opening mode. When the vehicle is without power, it can be manually opened and closed. This ensures that when the door mechanism cannot be opened while the vehicle is running, it can be manually opened to raise and lower the pantograph, thereby ensuring vehicle operation and reducing the vehicle failure rate.

[0019] Reference Figure 3 , 5The fairing has two arc-shaped movable doors 5 and two small flip doors 6 on both sides. The switch actuator 7 includes a linear guide rail 703, a bearing connecting rod 701, a connecting rod slider 702, movable doors 5, and a guide wheel guide groove 704.

[0020] Linear guide rails 703 are located on the lower sides of the air deflector. Connecting rod sliders 702 are fixed to the sliders of the linear guide rails 703. The upper parts of two supporting connecting rods 701 on one side of each movable valve 5 are rotatably connected to both ends of the movable valve 5, and the lower parts are rotatably connected to both ends of the connecting rod sliders 702. The middle part of the connecting rod sliders 702 is fixed to the screw nut of the ball screw drive mechanism 403. The screw nut drives the connecting rod sliders 702 to move along the linear guide rails 703. One of the supporting connecting rods 701 on one side of each movable valve 5 has a guide wheel inside. The guide wheel can move back and forth in the guide groove 704, which is installed upwards from both ends towards the center inside the air deflector. During the movement of the connecting rod sliders 702 along the linear guide rails 703, the guide wheel moves along the guide groove 704, driving the movable valve 5 on the upper part of the supporting connecting rods 701 to move. During this movement, the supporting connecting rods 701 rotate, and the movement of the movable valve 5 is affected by the change in height due to the rotation of the supporting connecting rods 701. The sliding valve (equivalent to a linkage) undergoes a combined rotational and linear motion, ultimately opening and closing. In the open state, the sliding valve 5 is concealed within the inner sides of both ends of the air deflector via guide rails. A small tilting door 6 is connected to the central end of the air deflector via hinges. A second motor is connected to a push rod, which is fixedly connected to both sides of the small tilting door 6. The motor drives the push rod to tilt the small tilting door 6, which acts as side baffles, preventing wind and snow from entering the internal structure. Simultaneously, the air deflector completely encloses its mechanical structure within the side guard plates 8. The connection points are sealed using a sealing structure 9 to reduce the entry of external foreign objects and ensure the normal operation of the air deflector's opening and closing mechanism.

[0021] Reference Figure 6 The fairing is equipped with limit switches at the positions where the movable valve 5 completes its opening and closing actions. The first motor 401, the second motor, and the limit switches are connected to the train control system. When the train control system receives an open or close signal, it sends a command to drive the second motor, which in turn drives the small tilting door 6 to open. Then, the train control system sends a command to drive the first motor 401, which in turn drives the reduction gearbox 402. The reduction gearbox 402 then drives the movable valve 5 to open or close. When the movable valve 5 reaches the position where its opening and closing actions are complete, the limit switches are triggered, sending a position signal to the train control system. The train control system has a time-judgment function; if the limit switches are not triggered within a specified time, the train control system outputs a fault signal. The train control system can perform preliminary fault diagnosis and storage internally.

Claims

1. A pantograph fairing, characterized in that: The system includes a fairing body (3), a main drive structure (4), a movable valve (5), and a switch actuator (7). An arc-shaped movable valve (5) is provided on each of the two sides of the fairing body (3). The main drive structure (4) is located at the middle of the bottom of the fairing body (3). The main drive structure (4) includes a first motor (401), a reduction gearbox (402) installed on each side of the fairing body (3), and a ball screw drive mechanism (403). The drive motor connects to the two reduction gearboxes (402), and each reduction gearbox (402) is connected to a ball screw at each end. The drive mechanism (403) and the switch actuator (7) include a linear guide (703), a connecting rod slider (702), a bearing connecting rod (701), a movable valve (5), a guide wheel, and a guide groove (704). The linear guide (703) is located on the lower part of both sides of the flow guide. The connecting rod slider (702) is fixed on the slider of the linear guide (703) and connected to the screw nut of the ball screw drive mechanism (403). Each movable valve (5) has two bearing connecting rods (701) on one side. The upper side of the bearing connecting rod (701) is rotatably connected to both ends of the movable valve (5). The lower part is rotatably connected to both ends of the connecting rod slider (702), and a guide wheel is provided on the inner side of one of the bearing connecting rods (701); the guide groove (704) is installed in the guide shroud from both ends toward the middle and upward, and the guide wheel is installed in the guide groove (704); the screw nut drives the connecting rod slider (702) to move along the linear guide rail (703), so that the guide wheel moves along the guide groove (704), which drives the movable valve (5) on the upper part of the bearing connecting rod (701) to open or close. When open, the movable valve (5) is hidden inside the guide shroud; it also includes a small flip door (6) and a limit switch. The small flip door (6) is connected to the middle end of the fairing by a hinge. The second motor is connected to the push rod, and the push rod is fixedly connected to both sides of the small flip door (6). The limit switch is set at the position where the fairing moving door (5) completes the opening and closing action. The first motor (401), the second motor and the limit switch are connected to the train control system. When the train control system receives the opening or closing signal, the train control system sends a command to drive the second motor to work. The second motor pushes the small flip door (6) to flip open. Then the train control system sends a command to drive the first motor (401) to work.

2. The pantograph deflector according to claim 1, characterized in that: It also includes side guards (8), which cover the switch actuators (7) on both sides of the fairing.

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