Railway vehicle cab porous isobaric output static pressure air duct

Abstract

The application discloses a static pressure air duct for porous and equal-pressure output of a driver's cabin of a rail vehicle, comprising a static pressure cavity arranged in a static pressure box body and a plurality of air outlets arranged at the bottom of the static pressure box, wherein the static pressure box is provided with a top cover plate, the top cover plate is provided with an air inlet which is connected with an air outlet of an air conditioner, an air flow distribution structure is arranged in the static pressure cavity, and a wind speed adjusting device is arranged at the air outlet; the air flow distribution structure is used for implementing preliminary equal-pressure control on the air flow to each air outlet in the static pressure cavity; and the wind speed adjusting device is used for finally adjusting the wind speed of the air outlet. The static pressure air duct has the advantages that the wind speeds of the air outlets are equal, the wind speed of a certain air outlet can be moderately increased or decreased according to requirements, and the structure is simple and convenient to adjust.

Description

TECHNICAL FIELD

[0001] The present application relates to a porous static pressure air duct for driver's cab of a rail vehicle, and belongs to the technical field of air conditioning air duct design. BACKGROUND

[0002] A rail vehicle (including a smart rail train) is provided with a separate driver's cab air conditioning system at the top of the vehicle head to prevent the temperature of the external environment and the cooling effect of the heat dissipation of electrical components in the driver's cab from being poor. Due to space limitations, the air blown out by the air conditioning system cannot reach a static pressure state and is directly input into the driver's cab from the air duct. The air speed at each air outlet is not uniform, and the driver's experience is poor. In addition, the most ideal state of the air conditioning system is that the dynamic pressure is 0, and the static pressure is used to form a pressure difference for air supply. When designing the air outlet, if the cross-sectional area of the air outlet is the same, the air volume and air speed will be the same. However, in actual situations, the air conditioning air cannot reach a completely static pressure effect in the air duct, and on the present rail vehicle, the air supply distance is too short due to the small space, and the air flow blown out by the air conditioning is large, that is, the dynamic pressure is large, resulting in a serious non-uniform air outlet speed at different positions of the air outlet due to the influence of the dynamic pressure. Although the air volume distribution can be adjusted by setting a wind baffle and a wind guide plate in the air duct, the development cycle is prolonged and the adjustment workload is increased due to the complex flow field in the air duct.

[0003] Through retrieval, the following two patent documents related to solving the above-mentioned non-uniform air outlet speed problem are obtained:

[0004] 1. Application No. 202121728250.9, entitled "Air conditioning air duct and rail vehicle";

[0005] 2. Application No. 202110849547.9, entitled "Rail vehicle air supply duct structure and rail vehicle".

[0006] The above documents all relate to solving the problem of non-uniform air speed at each air outlet, but none of them is an improvement for the driver's cab, and moreover, according to the technical solutions, it is difficult to ensure that the air speed at each air outlet will be uniform as described once the product is produced. When the air speed at each air outlet cannot be kept uniform, there is no technical measure for adjustment in the later stage. That is, the above-mentioned patent documents are actually difficult to truly achieve uniform air speed at each air outlet. SUMMARY

[0007] The technical problem to be solved by the present application is how to solve the problem of non-uniform air pressure at each air outlet of the driver's cab air duct.

[0008] To solve the above-mentioned problem, the technical solution proposed by the present application is:

[0009] The invention discloses a kind of static pressure air duct of rail vehicle driver's cab porous isobaric output, including static pressure cavity being arranged in static pressure box body and multiple air outlets being arranged in the bottom of static pressure box, static pressure box has top cover plate, top cover plate is equipped with air inlet and is connected with air conditioner air outlet, airflow guide structure is arranged in static pressure cavity, and wind speed adjusting device is arranged in air outlet, airflow guide structure is arranged in static pressure cavity, and airflow to each air outlet is carried out isobaric control, and wind speed adjusting device is arranged in air outlet, and wind speed adjusting device is arranged in air outlet.

[0010] Further, the wind speed adjusting device includes a wind tube arranged in the static pressure cavity for guiding the air out of the air outlet, the lower end of the wind tube is connected with the air outlet at the bottom of the static pressure box, and the upper end of the wind tube has a top cover for adjusting the air volume, the top cover is provided with air inlet holes communicating upward and downward, and the top cover and the top cover plate of the static pressure box have a wind passing interval.

[0011] Further, the air inlet holes have multiple, and the air volume entering the wind tube is controlled by plugging or opening some air inlet holes.

[0012] Further, the air inlet holes are arranged in the center of the top cover, and the wind speed adjusting device includes a conical plug arranged below the air inlet holes and capable of being lifted, and the size of the space occupied by the conical plug when being lifted controls the air volume entering the wind tube.

[0013] Further, the bottom of the top cover is provided with a uniform air plate fixed to the inner wall of the wind tube, and the uniform air plate is provided with multiple uniform air holes communicating upward and downward.

[0014] Further, the center of the uniform air plate is provided with a threaded hole, and the threaded hole is provided with an adjusting bolt capable of being screwed upward and downward, the upper end of the adjusting bolt is connected with the conical plug above the uniform air plate, and the lower end of the adjusting bolt extends downward to the bottom of the uniform air plate.

[0015] Further, the wind speed adjusting device includes a wind collecting sleeve sleeved on the lower end of the wind tube, the space in the wind tube above the wind collecting sleeve is a airflow mixing space, the airflow entering the wind tube is mixed in the airflow mixing space, and then discharged to the driver's cab through the sleeve hole of the wind collecting sleeve.

[0016] Further, the static pressure box is wing-shaped, the static pressure cavity includes a main cavity, a left wing cavity and a right wing cavity, and multiple air outlets are symmetrically arranged at the bottom of the static pressure box at the positions of the main cavity, the left wing cavity and the right wing cavity.

[0017] Further, the rear part of the main cavity is provided with multiple air outlets and wind tubes connected with the air outlets, the airflow guide structure includes a slope guide plate arranged above the wind tube and inclined downward from rear to front to the front end, and the front end of the slope guide plate and the bottom of the static pressure box have a wind passing interval.

[0018] Further, the left wing cavity and the right wing cavity are respectively provided with a plurality of air outlets and air ducts connected with the air outlets, the airflow diversion structure further comprises a left diversion vertical plate and a right diversion vertical plate respectively arranged between the main cavity and the left wing cavity and between the main cavity and the right wing cavity, and the left diversion vertical plate and the right diversion vertical plate are respectively provided with a wind passing interval three and a wind passing interval four between the left diversion vertical plate and the bottom of the static pressure tank and between the right diversion vertical plate and the bottom of the static pressure tank. Advantages

[0019] 1. The air speed of each air outlet can be truly equalized.

[0020] 2. The air speed of each air outlet can be moderately increased or decreased according to the requirement.

[0021] 3. The structure is simple and the adjustment is convenient. BRIEF DESCRIPTION OF DRAWINGS

[0022] Figure 1 is a schematic view of the upper top surface of the static pressure tank;

[0023] Figure 2 is a schematic view of the lower bottom surface of the static pressure tank;

[0024] Figure 3 is a schematic view of the internal structure of the static pressure cavity of the static pressure tank of Example 1;

[0025] Figure 4 is a schematic view of the internal structure of the static pressure cavity of the static pressure tank of Example 1, in which the inclined slope diversion plate is removed; Figure 3

[0026] Figure 5 is a partial view of Figure 4 ;

[0027] Figure 6 is a sectional view of the air duct and the internal structure of the air duct of Example 1;

[0028] Figure 7 is a schematic view of the internal structure of the static pressure cavity of the static pressure tank of Example 2;

[0029] Figure 8 is a partial view of Figure 7 ;

[0030] Figure 9 is a sectional view of the air duct and the internal structure of the air duct of Example 2.

[0031] ​In the diagram: 1. Static pressure box; 101. Top cover plate; 102. Air inlet; 103. Air outlet; 2. Static pressure cavity; 201. Main cavity; 202. Left wing cavity; 203. Right wing cavity; 3. Air duct; 301. Top cover; 302. Air intake hole; 4. Conical plug; 5. Air distribution plate; 501. Air distribution hole; 502. Threaded hole; 6. Adjusting bolt; 601. Cutting edge; 7. Air collection sleeve; 8. Airflow mixing space; 9. Sloping guide plate; 10. Left guide plate; 11. Right guide plate; 12. Air passage interval two; 13. Air passage interval three; 14. Air passage interval four. Detailed Implementation

[0032] The present invention will be further described below with reference to embodiments and accompanying drawings: Example 1

[0033] like Figure 1 As shown in Figure 6, a multi-hole isobaric static pressure air duct for a railway vehicle driver's cab includes a static pressure cavity 2 within a static pressure chamber 1 and multiple air outlets 103 at the bottom of the static pressure chamber 1. The static pressure chamber 1 has a top cover 101 with an air inlet 102 that connects to an air conditioning vent. An airflow guiding structure is provided within the static pressure cavity 2, and a wind speed adjustment device is provided at each air outlet 103. In application, the static pressure chamber 1 is installed above the driver's cab, with the air inlets 102 facing the cab space. The airflow guiding structure within the static pressure cavity 2 provides initial isobaric control of the airflow flowing to each air outlet 103, and the wind speed adjustment device ultimately adjusts the wind speed at the air outlets 103. Because the airflow pattern in the static pressure cavity 2 is complex, and the distances between each air outlet 103 and air inlet 102 are different, it is impossible to achieve completely equal air pressure for each air outlet 103 by relying solely on the airflow guiding mechanism. However, this application uses an adjustment device to adjust the airflow velocity at each air outlet 103, which can completely achieve the same airflow velocity at each air outlet 103. Furthermore, the airflow velocity at a particular air outlet 103 can be appropriately increased or decreased as needed through adjustment.

[0034] The aforementioned wind speed adjustment device includes a wind duct 3 installed in the static pressure cavity 2 to guide air out of the air outlet 103. The lower end of the wind duct 3 is connected to the air outlet 103 at the bottom of the static pressure box 1. The upper end of the wind duct 3 has a top cover 301 for adjusting the air volume. The top cover 301 is provided with an air duct hole 302 that communicates with the upper and lower parts. In order to facilitate the equal pressure adjustment of the airflow distribution mechanism in the static pressure cavity 2, an air passage gap (not shown in the figure) is provided between the top cover 301 of the wind duct 3 and the top cover plate 101 of the static pressure box 1, so that all the air output through the wind duct 3 must enter the wind duct 3 from above the top cover 301 of the wind duct 3.

[0035] The air inlet holes 302 on the top cover 301 are multiple, and the air volume into the air duct 3 is controlled by plugging or opening some of the air inlet holes 302. Generally, when the air speeds of the air outlets 103 are detected to be inconsistent, we only need to plug one or more air inlet holes 302 of the air duct 3 of the air outlet 103 with excessive air speed with foam to effectively adjust the air speed. In the case where the cross-sectional area of the air outlet 103 is unchanged, increasing or decreasing the air outlet air volume can achieve the adjustment of the air speed.

[0036] As an option, a large air inlet hole 302 is arranged in the center of the top cover plate 101, and a plurality of small air inlet holes 302 are arranged around the large air inlet hole 302. When controlling the air speed, one small air inlet hole 302 or more than two small air inlet holes 302 can be plugged at equal intervals.

[0037] Further, the air speed adjusting device includes a wind collecting sleeve 7 sleeved on the lower end of the air duct 3, and the space in the air duct 3 above the wind collecting sleeve 7 is a airflow mixing space 8. The airflow entering the air duct 3 is mixed in the airflow mixing space 8 and then discharged to the cab through the sleeve hole of the wind collecting sleeve 7. In this way, the flow rates of the airflow flowing through the sleeve hole of the same wind collecting sleeve 7 at different positions in the same cross section are equal.

[0038] As a preferred embodiment, the wind collecting sleeve 7 is made of foam material.

[0039] According to the spatial layout of the cab, the static pressure box 1 is arranged in a wing shape, and the static pressure cavity 2 includes a main cavity 201, a left wing cavity 202, and a right wing cavity 203. A plurality of air outlets 103 are symmetrically arranged on the bottom of the static pressure box 1 at the positions of the main cavity 201, the left wing cavity 202, and the right wing cavity 203.

[0040] Similarly, according to the spatial layout of the cab, a plurality of air outlets 103 and air ducts 3 connected to the air outlets 103 are arranged at the rear of the main cavity 201. The aforementioned airflow guide structure includes a slope guide plate 9 arranged above the air duct 3 and inclined downward from back to front to the front end of the slope guide plate 9. The front end of the slope guide plate 9 and the bottom of the static pressure box 1 have a wind passing interval 12. In use, the air conditioning air entering the main cavity 201 is guided to the wind passing interval 12 below by the slope guide plate 9, rises after passing through the wind passing interval 12, and then enters the air duct 3 from the top of the air duct 3. In this way, the airflow entering from the air inlet 102 can be prevented from directly entering the air duct 3 in this area with strong dynamic pressure.

[0041] Multiple air outlets 103 and air ducts 3 connected to the air outlets 103 are respectively provided in the left wing cavity 202 and the right wing cavity 203. The aforementioned airflow guiding structure also includes a left guide plate 10 and a right guide plate 11 respectively located between the main cavity 201 and the left wing cavity 202 and between the main cavity 201 and the right wing cavity 203. The left guide plate 10 and the right guide plate 11 have air passage intervals 3 and 4 respectively between them and the bottom of the static pressure box 1. In application, the air conditioning air entering the main cavity 201 is guided to the air passage intervals 3 and 4 on the left and right sides 14 through the left guide plate 10 and the right guide plate 11. After passing through the air passage intervals 3 and 4, the air rises and then enters the air duct 3 from the top of the air duct 3. This prevents the airflow entering the main cavity 201 from the air inlet 102 from directly entering the air duct 3 of these two areas with a large dynamic pressure. Example 2

[0042] like Figure 7 As shown in Figure 9, the difference between this embodiment and the first embodiment is that the air intake hole 302 is located in the center of the top cover 301, and the wind speed adjustment device includes a conical plug 4 that can be raised and lowered below the air intake hole 302. The size of the space occupied by the conical plug 4 when it is raised controls the amount of air entering the air duct 3, thereby controlling the wind speed.

[0043] Below the top cover 301, there is a wind equalization plate 5 fixed to the inner wall of the wind duct 3 on its outer periphery. The wind equalization plate 5 has a plurality of wind equalization holes 501 that are connected vertically. In this way, the airflow entering from the upper air intake hole 302 can be output to the lower airflow mixing space 8 in a relatively uniform manner through the plurality of wind equalization holes 501 on the wind equalization plate 5.

[0044] The air distribution plate 5 has a threaded hole 502 in its center, and an adjusting bolt 6 that can be screwed in upwards and downwards is located inside the threaded hole 502. The upper end of the adjusting bolt 6 is connected to the conical plug 4 above the air distribution plate 5, and the lower end extends downwards from the air distribution plate 5. To facilitate adjustment with a screwdriver, a cutting edge 601 is provided on the lower end face of the adjusting bolt 6. This allows a screwdriver to be inserted through the sleeve hole of the air collecting sleeve 7, with the cutting edge of the screwdriver inserted into the cutting edge 601 at the lower end of the adjusting bolt 6, thus rotating the adjusting bolt 6 to raise or lower the conical plug 4, making it very convenient to adjust the wind speed.

[0045] The above embodiments are only used to describe the present invention more clearly, and should not be regarded as limiting the scope of protection covered by the present invention. Any equivalent modifications should be regarded as falling within the scope of protection covered by the present invention.

Claims

1. A static pressure air duct of a porous isobaric output of a cab of a railway vehicle, comprising a static pressure cavity (2) arranged in a body of a static pressure box (1) and a plurality of air outlets (103) arranged at a bottom of the static pressure box (1), the static pressure box (1) being provided with a top cover plate (101) provided with an air inlet (102) for being connected with an air supply outlet of an air conditioner, and an air flow diversion structure being arranged in the static pressure cavity (2), characterized in that: Air speed adjustment device is arranged at air outlet (103), air flow to each air outlet (103) is implemented equal pressure control by air flow guide structure in static pressure cavity (2), air speed adjustment device is used for adjusting air speed of air outlet (103) by air cylinder (3) for guiding air out of air outlet (103) arranged in static pressure cavity (2), lower end of air cylinder (3) is connected with air outlet (103) at the bottom of static pressure box (1), upper end of air cylinder (3) has top cover (301) for adjusting air volume, top cover (301) is provided with air guide hole (302) communicating up and down, and over-air interval one exists between top cover (301) and top cover plate (101) of static pressure box (1). ​ 2. The static pressure wind tunnel for a porous isobaric output of a cab of a rail vehicle according to claim 1, characterized in that: The air guide hole (302) has multiple, and the control of the air volume entering the air cylinder (3) is realized by filling or opening part of the air guide hole (302).

3. The static pressure wind tunnel for a porous isobaric output of a cab of a rail vehicle according to claim 1, characterized in that: The air guide hole (302) is arranged at the center of the top cover (301), and the air speed adjustment device includes a conical plug (4) arranged below the air guide hole (302) and capable of lifting, and the control of the air volume entering the air cylinder (3) is realized by the size of the space occupied by the conical plug (4) when it is lifted.

4. The rail vehicle cab porous isobaric output static pressure wind tunnel according to claim 3, characterized in that: The top cover (301) is provided with a uniform air plate (5) fixed to the inner wall of the air cylinder (3) around, and the uniform air plate (5) is provided with multiple uniform air holes (501) communicating up and down.

5. The static pressure wind tunnel for a porous isobaric output of a cab of a rail vehicle according to claim 4, characterized in that: The central part of the uniform air plate (5) is provided with a threaded hole (502), and the threaded hole (502) is provided with an adjusting bolt (6) capable of rotating upward and downward, the upper end of the adjusting bolt (6) is connected with the conical plug (4) above the uniform air plate (5), and the lower end extends below the uniform air plate (5).

6. The static pressure wind tunnel for a porous isobaric output of a cab of a rolling stock according to any one of claims 1 - 5, characterized in that: The air speed adjustment device includes a wind collecting sleeve (7) sleeved on the lower end of the air cylinder (3), the space in the air cylinder (3) above the wind collecting sleeve (7) is a airflow mixing space (8), and the air flow entering the air cylinder (3) is mixed in the airflow mixing space (8) and then discharged to the cab through the sleeve hole of the wind collecting sleeve (7).

7. The static pressure wind tunnel for a multi-hole isobaric output of a cab of a rolling stock according to any one of claims 1 - 5, characterized in that: The static pressure box (1) is wing-shaped, the static pressure cavity (2) includes a main cavity (201), a left wing cavity (202) and a right wing cavity (203), and multiple air outlets (103) are symmetrically arranged at the bottom of the static pressure box (1) at the positions of the main cavity (201), the left wing cavity (202) and the right wing cavity (203).

8. The rail vehicle cab porous isobaric output static pressure wind tunnel according to claim 7, characterized in that: The rear part of the main cavity (201) is provided with multiple air outlets (103) and air cylinders (3) connected with the air outlets (103), the air flow guide structure includes a slope guide plate (9) arranged above the air cylinder (3) and inclined downward from rear to front to the front end, and the slope guide plate (9) has an over-air interval two (12) between the front end and the bottom of the static pressure box (1).

9. The rail vehicle cab porous isobaric output static pressure wind tunnel according to claim 7, characterized in that: The left wing cavity (202) and the right wing cavity (203) are respectively provided with a plurality of air outlets (103) and air ducts (3) connected with the air outlets (103), and the airflow guide structure further comprises left and right guide vertical plates (10) and (11) arranged between the main cavity (201) and the left wing cavity (202) and between the main cavity (201) and the right wing cavity (203), respectively, and the left and right guide vertical plates (10) and (11) are respectively provided with air passing intervals three (13) and four (14) between the bottom of the static pressure box (1).

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