A train with high body strength and low running resistance

Abstract

The present invention discloses a train with high body strength and low running resistance, including columns located on both sides of the car body. A jet flow channel is arranged inside the car body. A column cavity is formed inside the column, and a first straight area, a bending area, and a second straight area are sequentially arranged inside the column cavity from left to right; one end of the jet flow channel is provided with a first jet flow channel, one end of the first jet flow channel is provided with a first jet flow outlet, one end of the second jet flow channel is provided with a second jet flow outlet, and the first jet flow outlet is located above the second jet flow outlet. The opening of the first jet flow outlet inclines downward, and the opening of the second jet flow outlet inclines upward. The present invention greatly reduces the air resistance of the train during high-speed operation, and makes it not easy to generate cross-sectional defects when the rail transit door column is bent, with a high yield rate, and is suitable for large-scale production of aluminum alloy door column products.

Description

Technical Field

[0001] The present invention relates to the field of rail transit. Specifically, it relates to a train with high body strength and low running resistance. Background Art

[0002] Rail transit refers to a type of transportation vehicle or transportation system in which the operating vehicles need to run on specific tracks. Urban rail transit trains run on fully enclosed lines. The lines in the central urban area are basically located in underground tunnels, and the lines outside the central urban area are generally located on viaducts or on the ground. It has the advantages of saving ground space, reducing ground noise, large transportation capacity, high speed, safety and punctuality, low cost, energy conservation, and comfortable and convenient riding. With the continuous increase in the running speed, passenger capacity, and transportation distance of trains, the energy consumption of trains has increased significantly, posing new challenges to energy conservation and environmental protection.

[0003] Currently, the energy consumption during the operation of trains is mainly used to overcome the running resistance. At high-speed operation, the air resistance received by the train increases sharply with the square of the speed, which is the main factor restricting the reduction of resistance and energy conservation of high-speed trains. How to reduce the running resistance of trains has always been an urgent problem to be solved. In addition, the door posts are located at both ends of each car body of the rail train and are an important component in the side wall assembly of rail transit, with a huge demand. Although the urban rail transit in China has developed rapidly, the aluminum profiles used for the door posts cannot be directly formed, and there is no mature bending theory system for their bending forming, which is one of the key factors restricting the development of the rail transit industry. When the aluminum profile door posts are bent and formed, the stress in the bending area is too large, and problems such as cross-sectional bulge defects and cracks are likely to occur, resulting in profile damage and greatly reducing the finished product rate, seriously restricting the large-scale production of aluminum alloy door post products.

[0004] In view of the problems in the related art, no effective solution has been proposed yet. Summary of the Invention

[0005] In view of the problems in the related art, the present invention provides a train with high body strength and low running resistance to overcome the above-mentioned technical problems existing in the existing related art.

[0006] To this end, the specific technical solution adopted by the present invention is as follows:

[0007] A train with high body strength and low running resistance includes columns located on both sides of the car body. A jet channel is arranged inside the car body. A column cavity is opened inside the column, and a first straight area, a bending area, and a second straight area are sequentially arranged inside the column cavity from left to right;

[0008] One end of the jet channel is provided with a first jet channel. One end of the first jet channel is provided with a first jet outlet. One end of the second jet channel is provided with a second jet outlet. The first jet outlet is located above the second jet outlet. The opening of the first jet outlet is inclined downward, and the opening of the second jet outlet is inclined upward.

[0009] Further, the calculation formula for the bending speed during bending in the bending area is:

[0010] U(t) = -0.0009654t 3 +0.02498t 2 -0.2778t + 4.239

[0011] where U(t) represents the bending speed;

[0012] t represents the moment.

[0013] Further, the bending area includes a bent section. One side of the bent section is provided with a first transition section connected to the first straight section, and the other side of the bent section is provided with a second transition section connected to the second straight section;

[0014] The ratio of the total length of the first straight section to the column is: L1 / L = 0.55 - 0.62;

[0015] The ratio of the total length of the second straight section to the column is: L2 / L = 0.25 - 0.27;

[0016] The ratio of the total length of the first transition section to the column is: L3 / L = 0.04 - 0.1;

[0017] The ratio of the total length of the second transition section to the column is: L4 / L = 0.04 - 0.1;

[0018] where L represents the total length of the column;

[0019] L1 represents the total length of the first straight section;

[0020] L2 represents the total length of the second straight section;

[0021] L3 represents the total length of the first transition section;

[0022] L4 represents the total length of the second transition section.

[0023] Further, the first straight section and the second straight section are filled with a rigid material layer, and the bending area is filled with a flexible material layer.

[0024] Further, the rigid material layer is set as a sand layer, and the flexible material layer is set as a plastic nylon layer.

[0025] Furthermore, the filling ratio of the plastic nylon layer in the bending zone is set to 0.95 - 0.98.

[0026] Furthermore, an inclined plate is provided at the top of the vehicle body, and a jet inlet is formed between one end of the inclined plate and the vehicle body. The opening direction of the jet inlet faces the advancing direction of the vehicle body, and the jet inlet is connected to the jet channel.

[0027] Furthermore, the ratio of the inlet area of the jet inlet to the outlet area of the first jet outlet is: S1 / S2 = 2 - 5;

[0028] The ratio of the inlet area of the jet inlet to the outlet area of the second jet outlet is: S1 / S3 = 2 - 5;

[0029] The ratio of the outlet area of the first jet outlet to the outlet area of the second jet outlet is: S2 / S3 = 0.5 - 1.8;

[0030] The angle α1 between the inclined plate and the horizontal plane is 1 - 7°;

[0031] The angle β1 between the outlet jet direction of the first jet outlet and the horizontal plane is 8 - 10°;

[0032] The angle β2 between the outlet jet direction of the second jet outlet and the plumb line is 2 - 18°;

[0033] The ratio of the distance from the first jet outlet to the top surface of the vehicle body to the height of the vehicle body is h1 / H = 0.02 - 0.3;

[0034] The ratio of the distance from the second jet outlet to the top surface of the vehicle body to the height of the vehicle body is h2 / H = 0.4 - 0.98;

[0035] Among them, S1 represents the inlet area of the jet inlet;

[0036] S2 represents the outlet area of the first jet outlet;

[0037] S3 represents the outlet area of the second jet outlet;

[0038] β1 represents the angle between the outlet jet direction of the first jet outlet and the horizontal plane;

[0039] β2 represents the angle between the outlet jet direction of the second jet outlet and the plumb line;

[0040] α1 represents the angle between the inclined plate and the horizontal plane;

[0041] h1 represents the distance from the first jet outlet to the top surface of the vehicle body;

[0042] h2 represents the distance from the second jet outlet to the top surface of the vehicle body;

[0043] H represents the height of the vehicle body.

[0044] Furthermore, the mouths of the jet inlet, the first jet outlet, and the second jet outlet are all rectangular, and the long sides of the rectangles are parallel to the roof of the vehicle body.

[0045] Furthermore, flow straightening plates are uniformly arranged in the first jet channel and the second jet channel along the jet flow direction.

[0046] The beneficial effects of the present invention are as follows:

[0047] 1. By filling rigid and flexible materials in the column cavity to form a rigid-flexible-rigid filling layer structure, and the flexible layer corresponding to the bending part protects the bending part. When bending, the column is bent according to the optimal bending speed formula, which can effectively control the stress concentration phenomenon near the bending area, is not prone to cross-section defects during bending, has high column strength and high product yield, greatly improving the product yield in the die-casting process and providing a basic guarantee for the large-scale production of the company; Two groups of jet channels are arranged in the train, and the jets in the two groups of jet channels are ejected from the rear of the train. Through the jet structure at the rear of the train, the vortex area above the rear of the train is greatly reduced, and the reverse vortex below the rear of the train disappears, greatly reducing the resistance during the train's travel.

[0048] 2. The present invention rationally designs the lengths of each section of the column, adopts the optimal rigid material - sand layer and the optimal flexible material - plastic nylon layer, and reasonably adjusts the filling ratio of the plastic nylon layer, further improving the performance of the produced aluminum alloy column products.

[0049] 3. The present invention adopts a segmented intermittent bending process for the column during production. Compared with one-time bending forming, it maximizes the product performance and reduces the stress concentration phenomenon in the bending area.

[0050] 4. By setting an upturned inclined plate on the top of the train, when the train travels at high speed, the air outside the train can form a high-speed jet and enter the jet channel, and the jet drag reduction at the rear of the train can be completed without separately arranging a jet source inside the train. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required in the embodiments. Obviously, the following described drawings are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0052] Figure 1 It is a schematic structural diagram of the rear part of the vehicle body in a train with high body strength and low running resistance according to an embodiment of the present invention;

[0053] Figure 2 It is a schematic structural diagram of a jet channel in a train with high body strength and low running resistance according to an embodiment of the present invention;

[0054] Figure 3 It is a numerical simulation diagram of jet flow in a train with high body strength and low running resistance according to an embodiment of the present invention;

[0055] Figure 4 It is a velocity contour map of a jet channel in a train with high body strength and low running resistance according to an embodiment of the present invention

[0056] Figure 5 It is a schematic diagram of the drag reduction rate at different speed ratios of a train with high body strength and low running resistance according to an embodiment of the present invention;

[0057] Figure 6 It is a simulation diagram of the vortex area at the tail of the car body of a train with high body strength and low running resistance without a jet channel according to an embodiment of the present invention;

[0058] Figure 7 It is a simulation diagram of the vortex area at the tail of the car body of a train with high body strength and low running resistance after adding a jet channel according to an embodiment of the present invention;

[0059] Figure 8 It is a schematic structural diagram of a middle pillar in a train with high body strength and low running resistance according to an embodiment of the present invention;

[0060] Figure 9 It is an experimental simulation diagram of an aluminum alloy pillar processed by a rigid die-casting method in a train with high body strength and low running resistance according to an embodiment of the present invention;

[0061] Figure 10 It is an experimental simulation diagram of an aluminum alloy pillar processed by a flexible incremental die-casting method in a train with high body strength and low running resistance according to an embodiment of the present invention;

[0062] Figure 11 It is a physical diagram of an aluminum alloy pillar product obtained by processing with a rigid die-casting method in a train with high body strength and low running resistance according to an embodiment of the present invention;

[0063] Figure 12 It is a physical diagram of an aluminum alloy pillar product obtained by processing with a flexible incremental die-casting method in a train with high body strength and low running resistance according to an embodiment of the present invention;

[0064] Figure 13 Formula curve graph of the bending speed U(t) in a train with high body strength and low running resistance according to an embodiment of the present invention.

[0065] In the figure:

[0066] 1. Column cavity; 11. First straight section; 12. Second straight section; 13. Bending section; 131. Bent segment; 132. First transition segment; 133. Second transition segment; 2. Jet channel; 21. Jet inlet; 22. First jet channel; 221. First jet outlet; 23. Second jet channel; 231. Second jet outlet; 24. Inclined plate. Detailed implementation manners

[0067] To further illustrate the embodiments, the present invention provides accompanying drawings, which are part of the disclosure of the present invention. They are mainly used to illustrate the embodiments and can be combined with the relevant descriptions in the specification to explain the operating principles of the embodiments. With reference to these contents, those of ordinary skill in the art should be able to understand other possible implementation manners and the advantages of the present invention. The components in the drawings are not drawn to scale, and similar component symbols are usually used to represent similar components.

[0068] According to an embodiment of the present invention, a train with high body strength and low running resistance is provided.

[0069] Now, the present invention will be further described in conjunction with the accompanying drawings and specific implementation manners. As Figures 1 - 13 shown, a train with high body strength and low running resistance according to an embodiment of the present invention includes columns located on both sides of the vehicle body. A jet channel 2 is provided inside the vehicle body, and a column cavity 1 is opened inside the column. The inside of the column cavity 1 is sequentially provided with a first straight section 11, a bending section 13, and a second straight section 12 from left to right;

[0070] Among them, the bending section 13 includes a bent segment 131. A first transition segment 132 connected to the first straight section 11 is provided on one side of the bent segment 131, and a second transition segment 133 connected to the second straight section 12 is provided on the other side of the bent segment 131;

[0071] The ratio of the length of the first straight section 11 to the total length of the column is: L1 / L = 0.55 - 0.62;

[0072] The ratio of the length of the second straight section 12 to the total length of the column is: L2 / L = 0.25 - 0.27;

[0073] The ratio of the length of the first transition segment 132 to the total length of the column is: L3 / L = 0.04 - 0.1;

[0074] The ratio of the length of the second transition segment 133 to the total length of the column is: L4 / L = 0.04 - 0.1;

[0075] Among them, L represents the total length of the column;

[0076] L1 represents the total length of the first straight section 11;

[0077] L2 represents the total length of the second straight section 12;

[0078] L3 represents the total length of the first transition section 132;

[0079] L4 represents the total length of the second transition section 133.

[0080] Among them, in a preferred embodiment, L1 / L = 0.6, L3 / L = 0.05, L2 / L = 0.26, L4 / L = 0.05, and the filling ratio of the plastic nylon layer is 0.95.

[0081] Specifically, the first straight section 11 and the second straight section 12 are filled with a rigid material layer, and the bending section 13 is filled with a flexible material layer.

[0082] Specifically, the rigid material layer is set as a sand layer, and the flexible material layer is set as a plastic nylon layer.

[0083] Specifically, the filling ratio of the plastic nylon layer in the bending section 13 is set to 0.95 - 0.98.

[0084] Among them, when die-casting the above column, the following steps are included:

[0085] S1. Sequentially fill the sand layer and the plastic nylon layer in the column cavity 1 of the column;

[0086] S2. Place the column on the die-casting machine and perform intermittent bending operations on the column in sections. Specifically, the calculation formula for the bending speed when bending the bending section 13 is:

[0087] U(t) = -0.0009654t 3 + 0.02498t 2 - 0.2778t + 4.239

[0088] Among them, U(t) represents the bending speed;

[0089] t represents the time.

[0090] Specifically, it is preferred to perform four bending operations on the column during bending. The first bending completes 40% - 45% of the required bending amount, the second bending completes 55% - 70% of the required bending amount, the third bending completes 80% - 90% of the required bending amount, and the fourth bending completes 95% - 100.5% of the required bending amount; among them, the extra 0.5% is the retraction amount of the aluminum alloy profile, and different profiles have different retraction amounts, generally taking values within 0 - 5%.

[0091] After the first three bending operations, check the surface of the aluminum alloy blank for defects such as protrusions and cracks. If there are no defects, proceed to the next bending process. After the last bending operation, check the surface of the aluminum alloy blank for protrusions, cracks, etc. If there are no defects, proceed to the next blank inspection process.

[0092] S3. After die-casting, inspect the surface of the column to determine if the quality is qualified.

[0093] Specifically, usually take points and take pictures of the surface of the column, send the photos to the automated image processing center, and compare them with the surface structure of the qualified column to determine if the surface quality is qualified.

[0094] S4. Remove the sand layer and the plastic nylon layer inside the column cavity 1, and process the front and back sides of the column.

[0095] Specifically, processing the front and back sides of the column includes the following steps:

[0096] S41. First, load the front side of the finished product (aluminum alloy door column profile) after die-casting into the inner cavity of the tooling and clamp it tightly. Secondly, process the front side. Use a vertical milling cutter to process the outer shapes at both ends, five long grooves on the plane, the side step dimensions in place, and use a drill to process the 16×Φ6.4 hole dimensions in place, and chamfer both ends.

[0097] S42. Mill the back side. Use a vertical milling cutter to process 12 waist holes and 8 hexagonal holes with the dimensions in place; use a drill to process 6×Φ6.4 holes and 11 counterbore holes with the dimensions in place, and chamfer both ends.

[0098] S43. Side mill the right side. Transfer the door column profile to the gantry machining process; secondly, load the front side into the inner cavity of the tooling and clamp it tightly; finally, side mill the left side. Use a Φ16 vertical milling cutter with a length of 200mm to process the internal shape dimensions in place.

[0099] S44. Inspection and acceptance. The inspector checks whether the machined hole bitmap meets the requirements and uses a template for inspection.

[0100] Specifically, the finite element die-casting numerical simulation technology and model experiments based on the workbench platform were used to compare and analyze the rigid die-casting method in the prior art and the flexible progressive die-casting method in the present invention respectively.

[0101] As Figure 2 shown, stress concentration will occur in the middle part of the aluminum alloy in the rigid die-casting method, and the stress distribution is uneven; compared with the door column obtained by the rigid die-casting process,

[0102] As Figure 3 shown, the stress distribution of the flexible progressive die-casting method is relatively reasonable. In the area with the largest deformation (bending area), the stress distribution is uniform and there is no stress concentration phenomenon.

[0103] To ensure that it meets the process requirements, under the same conditions, the door columns obtained by rigid press-bending and flexible progressive press-bending were compared respectively:

[0104] As Figure 4 shown, in rigid die-casting, obvious damage appeared on the surface of the aluminum alloy door column in the maximum bending area.

[0105] As Figure 5 shown, the surface of the aluminum alloy door column obtained by the flexible progressive press-bending process is relatively smooth and there is no surface damage phenomenon.

[0106] Specifically, using the rigid die-casting forming production method and the flexible progressive press-bending process production method respectively, after producing 10,000 products each, the qualified products and defective products were counted and Table 1 was obtained:

[0107] Table 1

[0108] Number of production parts Qualified products Defective products Production column by rigid die-casting forming 10000 6973 3027 Production column by flexible progressive press-bending process 10000 9542 458

[0109] As shown in Table 1, compared with the aluminum alloy door column formed by rigid die-casting, the defective rate of the column produced by the flexible progressive press-bending process is reduced by more than 25%.

[0110] In one embodiment, a first jet channel 22 is provided at one end of the jet channel 2. A first jet outlet 221 is provided at one end of the first jet channel 22. A second jet outlet 231 is provided at one end of the second jet channel 23. And the first jet outlet 221 is located above the second jet outlet 231. The opening of the first jet outlet 221 is inclined downward, and the opening of the second jet outlet 231 is inclined upward.

[0111] Among them, the first jet outlet 221 of the first jet channel 22 and the second jet outlet 231 of the second jet channel 23 are both located at the rear of the train. The jet direction at the outlet of the first jet outlet 221 is inclined downward, and the jet direction at the outlet of the second jet outlet 231 is inclined upward. The outlet jets of the first jet outlet 221 and the second jet outlet 231 will form an intersection at the rear of the train.

[0112] Specifically, usually the tail end of the second jet channel 23 is designed as a V-shaped arc surface so that the outlet jet of the second jet outlet 231 can be inclined upward.

[0113] Specifically, an inclined plate 24 is provided at the top of the vehicle body, and a jet inlet 21 is formed between one end of the inclined plate 24 and the vehicle body. The opening direction of the jet inlet 21 faces the advancing direction of the vehicle body, and the jet inlet 21 is connected to the jet channel 2. Thus, when the train is advancing, external air can enter the jet channel 2 through the jet inlet 21 to form a jet. An active jet source can also be added in the jet channel 2 inside the train to inject air flow into the jet channel 2 to replace the air actively injected from the outside.

[0114] As Figure 2 shown, for the convenience of understanding the outlet flow direction, the jet outlets all have a certain extension outwards.

[0115] Specifically, the direction of the jet channel 2 is along the length direction of the train, and the jet channel 2 is inclined downward; after the jet channel 2 is divided into upper and lower parts inside the train, a first jet channel 22 and a second jet channel 23 are formed. The channel widths of the first jet channel 22 and the second jet channel 23 and their projection positions in the vertical direction are the same;

[0116] Specifically, the ratio of the inlet area of the jet inlet 21 to the outlet area of the first jet outlet 221 is: S1 / S2 = 2 - 5;

[0117] The ratio of the inlet area of the jet inlet 21 to the outlet area of the second jet outlet 231 is: S1 / S3 = 2 - 5;

[0118] The ratio of the outlet area of the first jet outlet 221 to the outlet area of the second jet outlet 231 is: S2 / S3 = 0.5 - 1.8;

[0119] The angle α1 between the inclined plate 24 and the horizontal plane is 1 - 7°;

[0120] The angle β1 between the outlet jet direction of the first jet outlet 221 and the horizontal plane is 8 - 10°;

[0121] The angle β2 between the outlet jet direction of the second jet outlet 231 and the plumb line is 2 - 18°;

[0122] The ratio of the distance from the first jet outlet 221 to the top surface of the vehicle body to the height of the vehicle body is h1 / H = 0.02 - 0.3;

[0123] The ratio of the distance from the second jet outlet 231 to the top surface of the vehicle body to the height of the vehicle body is h2 / H = 0.4 - 0.98;

[0124] Among them, S1 represents the inlet area of the jet inlet 21;

[0125] S2 represents the outlet area of the first jet outlet 221;

[0126] S3 represents the outlet area of the second jet outlet 231;

[0127] β1 represents the angle between the outlet jet direction of the first jet outlet 221 and the horizontal plane;

[0128] β2 represents the angle between the outlet jet direction of the second jet outlet 231 and the plumb line;

[0129] α1 represents the angle between the inclined plate 24 and the horizontal plane;

[0130] h1 represents the distance from the first jet outlet 221 to the top surface of the vehicle body;

[0131] h2 represents the distance from the second jet outlet 231 to the top surface of the vehicle body;

[0132] H represents the height of the vehicle body.

[0133] Among them, in the preferred embodiment, S1 / S2 = 2.2, S1 / S3 = 2.8, h1 / H = 0.2, h2 / H = 0.92, α1 = 5°, β1 = 8.5°, β2 = 82°

[0134] Specifically, the jet inlet 21, the first jet outlet 221, and the second jet outlet 231 are all rectangular at the orifice, and the long side of the rectangle is parallel to the roof of the vehicle body.

[0135] Specifically, the orifice widths of the jet inlet 21, the first jet outlet 221, and the second jet outlet 231 are equal;

[0136] Specifically, flow rectifying plates are uniformly arranged in the first jet channel 22 and the second jet channel 23 along the jet flow direction.

[0137] Specifically, to improve the fluid flow stability in the first jet channel 22 and the second jet channel 23, 2 to 5 flow rectifying plates are uniformly arranged in the first jet channel 22 and the second jet channel 23 along the jet flow direction.

[0138] Specifically, the CFD technology is used to numerically simulate the jet flow, and its velocity flow field distribution is as Figure 3 shown. The velocity streamline distribution within the entire jet structure is uniform; the velocity contour map of the entire jet structure is as Figure 4 shown. The velocity contour map is uniformly distributed, and there is no local increase or decrease in velocity at the first jet outlet 221 and the second jet outlet 231, and the outlet velocity distribution is uniform.

[0139] Through the reasonable design of each parameter, the velocity ratio of the first jet outlet 221 to the jet inlet 21 can be maintained at about 0.25, and the velocity ratio of the second jet outlet 231 to the jet inlet 21 can be maintained at about 0.25.

[0140] As Figure 5As shown in the figure, the abscissa is the ratio of the velocity of the first jet outlet 221 to the velocity of the jet inlet 21. The three curves from top to bottom are the curves of the ratio of the velocity of the second jet outlet 231 to the velocity of the jet inlet 21 being 0.25, 0.15, and 0.05 respectively. After calculation, when the ratio of the velocity of the first jet outlet 221 to the velocity of the jet inlet 21 and the ratio of the velocity of the second jet outlet 231 to the velocity of the jet inlet 21 are both 0.25, the train drag reduction rate reaches the highest of 16.5%.

[0141] As Figure 6 shown, in the case of the jet scheme of the present invention, an obvious local vortex area is generated above the tail of the train, and the range of the vortex area is relatively large. There is also a vortex movement opposite to that above the tail near the lower part of the train tail, which directly leads to an increase in the uniform low pressure at the train tail and increases the resistance during the train operation.

[0142] As Figure 7 shown, after adding the jet scheme of the present invention, the vortex area above the train tail is significantly reduced, and the reverse vortex below the train tail disappears, and the train traveling resistance is greatly reduced.

[0143] In summary, by means of the above technical solutions of the present invention, the present invention forms a rigid-flexible-rigid filling layer structure by filling rigid substances and flexible substances in the column cavity, and the flexible layer protects the bending part corresponding to the bending part. When bending, the column is bent according to the best bending speed formula, which can effectively control the stress concentration phenomenon near the bending area, is not easy to generate cross-section defects during bending, has high column strength and high yield, greatly improves the yield of products during the die-casting process, and provides a basic guarantee for the large-scale production of the company; two sets of jet channels are arranged in the train, and the jets in the two sets of jet channels are ejected from the train tail. Through the jet structure at the train tail, the vortex area above the train tail is greatly reduced, and the reverse vortex below the train tail disappears, greatly reducing the resistance during the train traveling; the present invention rationally designs the lengths of each section of the column, adopts the best rigid material - sand layer and the best flexible material - plastic nylon layer, and reasonably adjusts the filling ratio of the plastic nylon layer, further improving the performance of the produced aluminum alloy column products; the present invention adopts a segmented intermittent bending process for the column during production. Compared with one-time bending forming, it maximizes the product performance and reduces the stress concentration phenomenon in the bending area; the present invention forms a up-turned inclined plate on the top of the train. When the train travels at high speed, the air outside the train can form a high-speed jet and enter the jet channel, and the jet drag reduction at the train tail can be completed without arranging a jet source separately inside the train.

[0144] In the present invention, unless otherwise clearly specified or limited, terms such as "installation", "setting", "connection", "fixation", "swivel connection" and the like shall be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or integrated; it may be a mechanical connection or an electrical connection; it may be directly connected or indirectly connected through an intermediate medium, and it may be the communication inside two components or the interaction relationship between two components. Unless otherwise clearly limited, for those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0145] The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. A train with high body strength and low running resistance, including columns located on both sides of the car body. There is a jet channel (2) arranged inside the car body. It is characterized in that, A column cavity (1) is formed inside the column, and a first straight zone (11), a bending zone (13), and a second straight zone (12) are sequentially arranged inside the column cavity (1) from left to right; One end of the jet channel (2) is provided with a first jet channel (22), one end of the first jet channel (22) is provided with a first jet outlet (221), one end of the second jet channel (23) is provided with a second jet outlet (231), and the first jet outlet (221) is located above the second jet outlet (231). The opening of the first jet outlet (221) is inclined downward, and the opening of the second jet outlet (231) is inclined upward; The calculation formula for the bending speed when the bending zone (13) is bent is: U(t) = -0.0009654t 3 + 0.02498t 2 - 0.2778t + 4.239 where U(t) represents the bending speed; t represents the time; The first straight zone (11) and the second straight zone (12) are filled with a rigid material layer, and the bending zone (13) is filled with a flexible material layer; Among them, the first jet outlet (221) of the first jet channel (22) and the second jet outlet (231) of the second jet channel (23) are both located at the rear of the train. The jet direction at the outlet of the first jet outlet (221) is inclined downward, the jet direction at the outlet of the second jet outlet (231) is inclined upward, and the outlet jets of the first jet outlet (221) and the second jet outlet (231) will form an intersection at the rear of the train.

2. The train with high body strength and low running resistance according to claim 1, characterized in that, The bending zone (13) includes a bending section (131). One side of the bending section (131) is provided with a first transition section (132) connected to the first straight zone (11), and the other side of the bending section (131) is provided with a second transition section (133) connected to the second straight zone (12); The ratio of the total length of the first straight zone (11) to the total length of the column is: L1 / L = 0.55 - 0.62; The ratio of the total length of the second straight zone (12) to the total length of the column is: L2 / L = 0.25 - 0.27; The ratio of the total length of the first transition section (132) to the total length of the column is: L3 / L = 0.04 - 0.1; The ratio of the total length of the second transition section (133) to the total length of the column is: L4 / L = 0.04 - 0.1; where L represents the total length of the column; L1 represents the total length of the first straight zone (11); L2 represents the total length of the second straight zone (12); L3 represents the total length of the first transition section (132); L4 represents the total length of the second transition section (133).

3. The train with high body strength and low running resistance according to claim 1, characterized in that, The rigid material layer is set as a sand layer, and the flexible material layer is set as a plastic nylon layer.

4. The train with high body strength and low running resistance according to claim 3, characterized in that, The filling ratio of the plastic nylon layer in the bending zone (13) is set to 0.95 - 0.

98.

5. The train with high body strength and low running resistance according to claim 1, characterized in that, An inclined plate (24) is provided at the top of the vehicle body, and a jet inlet (21) is formed between one end of the inclined plate (24) and the vehicle body. The opening direction of the jet inlet (21) faces the advancing direction of the vehicle body, and the jet inlet (21) is connected to the jet channel (2).

6. The train with high body strength and low running resistance according to claim 5, characterized in that, The ratio of the inlet area of the jet inlet (21) to the outlet area of the first jet outlet (221) is: S1 / S2 = 2 - 5; The ratio of the inlet area of the jet inlet (21) to the outlet area of the second jet outlet (231) is: S1 / S3 = 2 - 5; The ratio of the outlet area of the first jet outlet (221) to the outlet area of the second jet outlet (231) is: S2 / S3 = 0.5 - 1.8; The angle α1 between the inclined plate (24) and the horizontal plane is 1 - 7°; The angle β1 between the outlet jet direction of the first jet outlet (221) and the horizontal plane is 8 - 10°; The angle β2 between the outlet jet direction of the second jet outlet (231) and the plumb line is 2 - 18°; The ratio of the distance from the first jet outlet (221) to the top surface of the vehicle body to the height of the vehicle body is h1 / H = 0.02 - 0.3; The ratio of the distance from the second jet outlet (231) to the top surface of the vehicle body to the height of the vehicle body is h2 / H = 0.4 - 0.98; Wherein, S1 represents the inlet area of the jet inlet (21); S2 represents the outlet area of the first jet outlet (221); S3 represents the outlet area of the second jet outlet (231); β1 represents the angle between the outlet jet direction of the first jet outlet (221) and the horizontal plane; β2 represents the angle between the outlet jet direction of the second jet outlet (231) and the plumb line; α1 represents the angle between the inclined plate (24) and the horizontal plane; h1 represents the distance from the first jet outlet (221) to the top surface of the vehicle body; h2 represents the distance from the second jet outlet (231) to the top surface of the vehicle body; H represents the height of the vehicle body.

7. A train with high body strength and low running resistance according to claim 6, characterized in that, The orifices of the jet inlet (21), the first jet outlet (221) and the second jet outlet (231) are all rectangular, and the long sides of the rectangles are parallel to the roof of the vehicle body.

8. A train with high body strength and low running resistance according to claim 7, characterized in that, Rectifying plates are uniformly arranged in the first jet channel (22) and the second jet channel (23) along the jet flow direction.

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