An adaptive vortex generator device for a drag-reducing high-speed rail vehicle

Abstract

The present invention discloses an adaptive vortex generator device for a drag-reducing high-speed rail vehicle, which includes a pressure sensor, a controller, a driving device, a lifting mechanism, and a vortex generator. The pressure sensor and the vortex generator are both arranged at the top of the streamlined parts of the head and tail cars. The input end of the controller is communicatively connected to the output end of the pressure sensor, and the output end of the controller is communicatively connected to the driving device. The driving device directly drives the lifting mechanism, and the lifting mechanism is fixedly connected to the vortex generator. When the train runs at high speed, if the pressure data monitored by the pressure sensor located at the streamlined part of the tail car reaches the threshold, the controller sends a signal to the driving device to drive the lifting mechanism to raise the vortex generator to the surface of the streamlined part for drag reduction. The adaptive vortex generator device for a drag-reducing high-speed rail vehicle of the present invention delays the air separation point at the tail car by adaptively opening and closing the vortex generator to reduce the aerodynamic drag, so as to achieve the purpose of energy conservation and consumption reduction.

Description

Technical Field

[0001] The present invention relates to the technology for reducing drag of rail transit vehicles, and particularly to an adaptive vortex generator device for a high-speed rail vehicle to reduce drag. Background Art

[0002] In recent years, with the increase in the operating speed of high-speed trains, how to reduce the aerodynamic drag suffered by trains during high-speed operation has become a key factor restricting the further speed increase of high-speed trains. Among the factors affecting the energy consumption of high-speed trains, the proportion of aerodynamic drag increases significantly with the increase in the train operating speed. According to statistics, when the train operating speed reaches over 300 km / h, the proportion of aerodynamic drag exceeds 85% of the total train operating resistance. Among them, the pressure drag generated due to the separation of the airflow boundary layer at the end car becomes an important reason for the increase in the aerodynamic drag of high-speed trains. Therefore, delaying the separation of the airflow boundary layer and reducing the aerodynamic drag during train operation is of great significance for energy conservation and consumption reduction of high-speed trains. Summary of the Invention

[0003] Based on the above problems, the purpose of the present invention is to provide an adaptive vortex generator device for a high-speed rail vehicle that can effectively reduce the aerodynamic drag of the train. According to the different running directions and speeds of the train, the vortex generators arranged at the top of the streamlined parts of the head and tail cars are adaptively opened and closed to break the large vortices at the tail of the last car, delay the separation of the airflow boundary layer, and reduce the aerodynamic drag suffered by the train during high-speed operation, ultimately achieving the purpose of energy conservation and consumption reduction.

[0004] The drag reduction device includes a pressure sensor, a controller, a driving device, a lifting mechanism, and a vortex generator. The pressure sensor is arranged at the streamlined parts of the train head and tail cars to monitor the pressure data of the streamlined parts of the train. The input end of the controller is communicatively connected to the output end of the pressure sensor, and the output end of the controller is communicatively connected to the driving device. The driving device is used to drive the lifting mechanism, and the vortex generator passes through the top of the streamlined parts of the head and tail cars via the lifting mechanism; the train as a whole has a symmetrical structure, and each part of the drag reduction device is symmetrically arranged on the head and tail cars.

[0005] The eddy current generator has a significant effect on reducing the drag of the last vehicle when the train is running at high speed. When the train is running forward at high speed, the trailing car is the last vehicle. The pressure sensor on the trailing car monitors a large negative pressure, and the absolute value of the pressure reaches the preset pressure threshold. The eddy current generator on the trailing car extends out of the vehicle body surface through the trailing car lifting mechanism to reduce drag. The pressure sensor on the leading car monitors a small positive pressure, and the absolute value of the pressure is less than or equal to the threshold. The eddy current generator on the leading car remains in the retracted state inside the vehicle body. When the train is running backward at high speed, the leading car is the last vehicle. The absolute value of the pressure monitored by the pressure sensor on the leading car reaches the threshold, and the eddy current generator on the leading car extends out of the vehicle body surface to reduce drag. The eddy current generator on the trailing car is in the retracted state. When the train is running at low speed or stationary, the absolute values of the pressures monitored by the pressure sensor on the leading car and the pressure sensor on the trailing car are both less than or equal to the pressure threshold, and the eddy current generators on the leading car and the trailing car are both in the retracted state.

[0006] Preferably, the driving device is a bidirectional motor.

[0007] The lifting mechanism is arranged inside the leading and trailing car bodies and vertically lifts along the normal direction of the streamline surface.

[0008] Preferably, the lifting mechanism includes a hydraulic pump and a plurality of multi-stage hydraulic structures arranged in an array.

[0009] Preferably, the multi-stage hydraulic structure is a two-stage hydraulic structure. The two-stage hydraulic structure includes a hydraulic cylinder fixed inside the trailing car body through a hydraulic cylinder support and a piston rod connected to the output end of the hydraulic cylinder.

[0010] The hydraulic cylinder is communicated with the hydraulic pump fixed inside the vehicle body, and the hydraulic pump is directly driven by the bidirectional motor.

[0011] The eddy current generator is vertically slidably arranged on the top of the streamline parts of the leading and trailing cars of the high-speed train.

[0012] Preferably, the outer shape of the top surface of the eddy current generator is adapted to the corresponding position on the top of the train streamline part, ensuring that the streamline structure of the leading and trailing cars will not be damaged when the eddy current generator is retracted; the bottom of the eddy current generator is fixedly connected to the free end of the piston rod through a fastener.

[0013] Preferably, the eddy current generator is composed of a plurality of convex structures arranged in an array and parallel to each other in the same direction; the cross-sectional shape of the convex structure perpendicular to the convex direction adopts an approximately triangular streamline structure.

[0014] A limit switch is provided at the bottom edge of the eddy current generator, and the limit switch is communicatively connected to the controller; the limit switch of the present invention is used to control the lifting height of the eddy current generator. When the eddy current generator is in the retracted or normal lifting state, the limit switch is closed due to being in close contact with the inner wall surface of the vehicle body, and the adaptive eddy current generator device operates normally; when the eddy current generator rises excessively until the bottom surface is higher than the surface of the streamlined part of the vehicle body, the limit switch is disconnected due to being separated from the inner wall surface of the vehicle body, and the controller immediately stops the motor drive to prevent the eddy current generator from protruding excessively and affecting the drag reduction effect and the running safety of the high-speed train.

[0015] Compared with the prior art, the above technical solutions provided by the present invention have the following beneficial effects:

[0016] By using the adaptive eddy current generator device for high-speed rail vehicles of the present invention, the running direction and speed of the train can be judged according to the pressure data monitored by the pressure sensors at the head and tail cars, and then the lifting and retraction of the eddy current generator can be adaptively adjusted according to whether the monitored absolute pressure value exceeds a preset threshold, ensuring that the eddy current generator of the first car is completely retracted into the vehicle body without damaging the surface streamline structure during the train operation, avoiding additional resistance caused by damaging the smoothness of the vehicle body. At the same time, the eddy current generator of the last car extends out of the vehicle body surface through the lifting mechanism to break the vortices behind the last car and delay the separation point of the airflow boundary layer, so as to reduce the aerodynamic drag during the high-speed operation of the train. The entire monitoring and drag reduction process is automatically controlled, saving energy and reducing consumption without manual operation, ensuring the reliability and convenience of the drag reduction process.

[0017] The technical solutions of the present invention will be further described in detail below with reference to the drawings and embodiments. Description of the Drawings

[0018] Figure 1 It is a schematic structural diagram of an adaptive eddy current generator device for a drag-reducing high-speed rail vehicle according to an embodiment of the present invention;

[0019] Figure 2 It is a schematic diagram of the installation position of an adaptive eddy current generator device for a drag-reducing high-speed rail vehicle according to an embodiment of the present invention;

[0020] Figure 3 It is a schematic diagram of the rising state of the adaptive eddy current generator device at the tail (head) car of an adaptive eddy current generator device for a drag-reducing high-speed rail vehicle according to an embodiment of the present invention;

[0021] Figure 4 It is a schematic diagram of the retracted state of the adaptive eddy current generator device at the tail (head) car of an adaptive eddy current generator device for a drag-reducing high-speed rail vehicle according to an embodiment of the present invention.

[0022] Among them: 1. Head car adaptive vortex generator device; 110. Head car pressure sensor; 120. Head car controller; 130. Head car bidirectional motor; 140. Head car lifting mechanism; 150. Head car vortex generator; 2. Tail car adaptive vortex generator device; 210. Tail car pressure sensor; 220. Tail car controller; 230. Tail car bidirectional motor; 240. Tail car lifting mechanism; 241. Hydraulic cylinder; 242. Piston rod; 243. Support; 244. Hydraulic pump; 250. Tail car vortex generator; 3. Head car streamlined part; 4. Tail car streamlined part; 5. Limit switch. Detailed implementation manners

[0023] The present invention will be further described below with reference to the accompanying drawings. It should be noted that this embodiment is based on the present technical solution and gives detailed implementation manners and specific operation procedures, but the protection scope of the present invention is not limited to this embodiment.

[0024] Figure 1 It is a schematic structural diagram of an adaptive vortex generator device for a drag-reducing high-speed rail vehicle according to an embodiment of the present invention; Figure 2 It is a schematic diagram of the installation position of an adaptive vortex generator device for a drag-reducing high-speed rail vehicle according to an embodiment of the present invention; Figure 3 It is a schematic diagram of the raised state of the tail (head) car adaptive vortex generator device of an adaptive vortex generator device for a drag-reducing high-speed rail vehicle according to an embodiment of the present invention; Figure 4 It is a schematic diagram of the retracted state of the tail (head) car adaptive vortex generator device of an adaptive vortex generator device for a drag-reducing high-speed rail vehicle according to an embodiment of the present invention; As Figures 1 - 4As shown in the figure, the structure of the present invention includes a head - car adaptive vortex generator device 1 arranged at the streamlined part 3 of the head car and a tail - car adaptive vortex generator device 2 arranged at the streamlined part 4 of the tail car; in the head - car adaptive vortex generator device 1, a head - car pressure sensor 110 is used to monitor the magnitude of the absolute value of the pressure at the streamlined part 3 of the head car; the output end of the head - car pressure sensor 110 is communicatively connected to the input end of a head - car controller 120, the head - car controller 120 is arranged inside the head - car body, and the output end is communicatively connected to a driving device, a head - car bidirectional motor 130; the head - car bidirectional motor 130 directly drives a head - car lifting mechanism 140, and both are arranged inside the head - car body; a head - car vortex generator 150 passes through the top of the streamlined part 3 of the head car via the head - car lifting mechanism 140; due to the overall symmetry of the train structure, each component part in the tail - car adaptive vortex generator device 2 is symmetrically arranged at the streamlined part 4 of the tail car with respect to the head - car adaptive vortex generator device 1, where the connection methods and installation positions of components such as a tail - car pressure sensor 210, a tail - car controller 220, a tail - car bidirectional motor 230, a tail - car lifting mechanism 240, and a tail - car vortex generator 250 are the same as those of the corresponding components in the head - car adaptive vortex generator device 1.

[0025] The adaptive vortex generator device of the high - speed rail vehicle has a significant drag - reduction effect only on the last car. When the train is running forward at high speed, the tail car is the last car. The tail - car pressure sensor 210 monitors a large negative pressure, and the absolute value of the pressure reaches a preset pressure threshold. The tail - car vortex generator 250 extends out of the vehicle body surface through the tail - car lifting mechanism 240 to implement drag reduction. The head - car pressure sensor 110 monitors a small positive pressure, and the absolute value of the pressure is less than or equal to the threshold. The head - car vortex generator 150 maintains the retracted state inside the vehicle body; when the train is running backward at high speed, the head car is the last car. The absolute value of the pressure monitored by the head - car pressure sensor 110 reaches the threshold, and the head - car vortex generator 150 extends out of the vehicle body surface to implement drag reduction. The tail - car vortex generator 250 is in the retracted state; when the train is running at low speed or stationary, the absolute values of the pressures monitored by the head - car pressure sensor 110 and the tail - car pressure sensor 210 are both less than or equal to the pressure threshold, and both the head - car vortex generator 150 and the tail - car vortex generator 250 are in the retracted state.

[0026] When the head - car vortex generator 150 and the tail - car vortex generator 250 are completely inside the vehicle body and in the retracted state, their top surfaces are adapted to the train streamline, and will not damage the smoothness of the vehicle body shape, thus ensuring the smoothness of the vehicle body to reduce aerodynamic drag; due to the small volume of the vortex generator, it will not exceed the limit range of the contour of the EMU on the dedicated passenger line in the "GB146.1 - 2020 Standard Gauge Railway Clearance", and will not affect the train operation safety.

[0027] Both the head car vortex generator 150 and the tail car vortex generator 250 are composed of a plurality of convex structures arranged in parallel in the same direction in an array; the cross-sectional shape of the convex structure perpendicular to the convex direction is often triangular, rectangular, square or diamond-shaped; the specific shape and structure of the vortex generator are not limited in this embodiment, and those skilled in the art can design according to specific design requirements as long as the vortex generator can achieve the above-mentioned drag reduction and energy consumption reduction effects.

[0028] Preferably, in a preferred embodiment of the present invention, the best configuration is when the vortex generators are kept at a zero angle with the air flow and parallel to each other. The number of both the head car vortex generator 150 and the tail car vortex generator 250 is six to ensure sufficient spacing, so as to obtain good drag reduction performance; the structure of the vortex generator adopts a streamlined structure with an approximately triangular cross-section, ensuring that the height of the highest point does not exceed 25% of the boundary layer thickness to avoid increasing too much viscous drag; the vortex generator breaks the vortices behind the last car during the high-speed operation of the train, keeps the flow attached and delays the air flow separation, moves the separation point downstream, and reduces the pressure difference drag and aerodynamic drag of the last car.

[0029] Preferably, the bottoms of the head car vortex generator 150 and the tail car vortex generator 250 are respectively fixedly connected to the free ends of the corresponding head car lifting mechanism 140 and tail car lifting mechanism 240 through fasteners.

[0030] Preferably, the lifting mechanism includes a plurality of multi-stage hydraulic structures arranged in an array inside the vehicle body. In a preferred embodiment of the present invention, taking the tail car lifting mechanism 240 as an example, six multi-stage hydraulic structures are linearly arranged in an array inside the tail car body. The multi-stage hydraulic structure is a two-stage hydraulic structure. The two-stage hydraulic structure includes a hydraulic pump 244 fixed to the inner wall of the vehicle body through a support 243, a hydraulic cylinder 241, and a piston rod 242 connected to the output end of the hydraulic cylinder 241; the piston rod 242 corresponds to the tail car vortex generator 250 one by one, and the connection method can be fixed connection or can be connected through connecting parts such as bolts, screw nuts and pins. The connection between the hydraulic cylinder 241 and the support 243 can also use other methods other than hinged connection such as screws, bolts and rotating pins as long as the vortex generator can be lifted linearly along the streamline normal direction, which will not be elaborated here.

[0031] The hydraulic cylinder 241 is directly connected to the hydraulic pump 244 and fixed inside the vehicle body, and the hydraulic pump 244 is directly driven by the tail car two-way motor 230.

[0032] A limit switch 5 is provided at the bottom edge of the eddy current generator, and the limit switch 5 is communicatively connected to the controller; when the eddy current generator is in the retracted or raised state, the limit switch 5 is closed due to being in close contact with the inner wall surface of the vehicle body, and the high-speed rail vehicle adaptive eddy current generator device operates normally; when the eddy current generator is excessively raised until the bottom surface is higher than the surface of the streamlined part of the vehicle body, the limit switch 5 is disconnected due to being separated from the inner wall surface of the vehicle body, and the controller immediately stops the motor drive to prevent the eddy current generator from protruding excessively and affecting the drag reduction effect and the driving safety of the high-speed train.

[0033] Preferably, the limit switch 5 is communicatively connected to the input ends of the head car controller 120 and the tail car controller 220. Since the above-mentioned electronic components are all mature products on the market, this application only needs to purchase them and connect them according to the instruction manual without improving them, so no further description will be given here.

[0034] Working process: When the train is running at high speed forward, the tail car is the last vehicle. When the absolute value of the pressure of the streamlined part 4 of the tail car monitored by the tail car pressure sensor 210 reaches the preset pressure threshold, a signal for implementing drag reduction is transmitted to the tail car bidirectional motor 230 through the controller 220. The tail car bidirectional motor 230 drives the tail car lifting mechanism 240 to rise. Among them, the hydraulic pump 244 outputs pressure oil to the hydraulic cylinder 241. After reaching the position, the piston rod 242 is pushed out until the bottom surface of the tail car eddy current generator 250 rises out of the surface of the streamlined part 4 of the tail car, so as to use the tail car eddy current generator 250 to delay the separation of the air flow boundary layer on the surface of the tail car and implement drag reduction, reducing the pressure difference resistance and aerodynamic resistance of the train. At this time, the absolute value of the pressure monitored by the head car pressure sensor 110 is less than or equal to the threshold, and the head car eddy current generator 150 and the head car lifting mechanism 140 remain in the retracted state inside the vehicle body to avoid protruding and increasing the additional aerodynamic resistance of the head car; when the train is running at low speed or stationary, the absolute value of the pressure monitored by the tail car pressure sensor 210 is less than or equal to the pressure threshold, and a retraction signal is sent to the tail car bidirectional motor 230 through the tail car controller 220. The tail car bidirectional motor 230 reversely drives the tail car lifting mechanism 240 to retract. Among them, the hydraulic pump 244 withdraws the pressure oil in the hydraulic cylinder 241 until the piston rod 242 is completely retracted, and the tail car eddy current generator 250 is completely located inside the tail car body and its upper surface is adapted to the streamlined part, that is, the tail car adaptive eddy current generator device 2 is in the retracted state; when the train is running at high speed in the reverse direction, the head car is the last vehicle. When the absolute value of the pressure monitored by the head car pressure sensor 110 reaches the threshold, the head car eddy current generator 150 protrudes out of the vehicle body surface to implement drag reduction, and the tail car eddy current generator 250 remains in the retracted state. The working process is opposite to that when running at high speed forward.

[0035] Therefore, the present invention adopts the above drag reduction high-speed rail vehicle adaptive vortex generator device. After the train implements drag reduction, the vortex generator of the last car is raised. Under the action of high-speed airflow, the vortex generator generates trailing vortices, promotes the mixing of high-kinetic-energy airflow outside the boundary layer and low-energy boundary layer airflow near the wall surface, increases the momentum and energy of the near-wall fluid, reduces the boundary layer thickness at the rear of the last car, thereby delaying or eliminating the separation of the turbulent boundary layer and breaking large vortices, achieving the purpose of reducing the aerodynamic drag during the operation of high-speed trains. Installing vortex generators on high-speed trains can save a large amount of power consumption. Due to the huge weight of high-speed trains, reducing drag can save millions of kilowatt-hours of electricity, effectively reducing the energy loss of the vehicle. In addition, due to the setting of pressure sensors and controllers, the entire drag reduction process automatically identifies the running direction and speed of the train, adaptively opens and closes the vortex generators of the head and tail cars to implement drag reduction, without the need for manual control. Using limit switches can ensure better reliability in the process of implementing drag reduction.

[0036] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit them. Although the present invention has been described in detail with reference to the preferred embodiments, those of ordinary skill in the art should understand that they can still modify or equivalently replace the technical solutions of the present invention, and these modifications or equivalent replacements cannot make the modified technical solutions deviate from the spirit and scope of the technical solutions of the present invention.

Claims

1. An adaptive eddy current generator device for a drag-reducing high-speed rail vehicle, characterized in that: It includes a pressure sensor, a controller, a driving device, a lifting mechanism and a vortex generator. The pressure sensor is arranged at the streamlined parts of the head and tail cars to monitor the pressure of the streamlined parts of the train. The input end of the controller is communicatively connected to the output end of the pressure sensor, and the output end of the controller is communicatively connected to the driving device. The driving device is used to drive the lifting mechanism. The vortex generator is arranged at the top of the streamlined parts of the head and tail cars through the lifting mechanism. The whole train has a symmetrical structure, and each part of the high-speed rail vehicle adaptive vortex generator device is symmetrically arranged on the head and tail cars. When the train is running forward at high speed, when the absolute value of the pressure monitored by the pressure sensor on the tail car reaches the preset pressure threshold, the vortex generator on the tail car extends out of the vehicle body surface through the lifting mechanism to reduce drag. The absolute value of the pressure monitored by the pressure sensor on the head car is less than or equal to the pressure threshold, and the vortex generator on the head car remains in the retracted state inside the vehicle body. When the train is running backward at high speed, the vortex generator on the head car extends out of the vehicle body surface through the lifting mechanism to reduce drag, and the vortex generator on the tail car is in the retracted state. When the train is running at low speed or stationary, the absolute values of the pressures monitored by the pressure sensor on the head car and the pressure sensor on the tail car are both less than the pressure threshold, and the vortex generators on the head car and the tail car are both in the retracted state.

2. The adaptive eddy current generator device for high-speed rail vehicles according to claim 1, characterized in that: The outer shape of the top surface of the vortex generator is adapted to the corresponding position of the top of the streamlined part of the train, ensuring that the smoothness of the streamlined parts of the head and tail cars will not be damaged when the vortex generator is in the retracted state.

3. The adaptive vortex generator device for high-speed rail vehicles according to claim 2, characterized in that: The vortex generator is composed of a plurality of convex structures arranged in parallel arrays in the same direction. The cross-sectional shape of the convex structure perpendicular to the convex direction adopts an approximately triangular streamlined structure. The bottom of the vortex generator is fixedly connected to the free end of the lifting mechanism through a fastener.

4. The adaptive vortex generator device for high-speed rail vehicles according to claim 1, wherein: The lifting mechanism includes a hydraulic pump and a plurality of multi-stage hydraulic structures arranged in an array inside the vehicle body. The multi-stage hydraulic structure includes a hydraulic cylinder and a piston rod, and is installed inside the head and tail car bodies through the hydraulic cylinder support, and a two-way motor is used as the driving device.

5. The adaptive eddy current generator device for high-speed rail vehicles according to claim 1, wherein: A limit switch is arranged at the bottom edge of the vortex generator, and the limit switch is communicatively connected to the controller. When the vortex generator is in the retracted or raised state, the limit switch is closed because it is in close contact with the inner wall surface of the vehicle body, and the adaptive vortex generator device works normally. When the vortex generator exceeds the working stroke and rises to a bottom surface higher than the surface of the streamlined part of the vehicle body, the limit switch is disconnected because it is separated from the inner wall surface of the vehicle body, and the controller immediately stops the motor drive to prevent the vortex generator from extending too far.

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