Lift stability control method and system for lift wing high-speed train passing through a tunnel

Abstract

The present application provides a lift wing high-speed train through tunnel lift stability control method, install lift wing on each high-speed train, when the train runs on the open line, the lift wing attack angle is the first set value, when the lift wing distance from the tunnel entrance is the set distance, start to adjust the lift wing attack angle to the second set value, when the train drives out of the tunnel, the lift wing attack angle restores to the first set value. The present application can make the train obtain better lift-drag ratio when running on the open line, reduce the friction between the wheel and the rail, thereby effectively reducing the wear and tear between the wheel and the rail, reducing the energy consumption of the friction loss between the wheel and the rail, and further prolonging the service life of the railway equipment. The lift of the train entering the tunnel can remain basically the same as that in the open line, the lift of the train running in the open line and in the tunnel is automatically and stably controlled, the train body shaking caused by the lift fluctuation is reduced, and the service life of the train and the passenger comfort are improved.

Description

Technical Field

[0001] This invention relates to the field of high-speed train technology, and in particular to a method and system for controlling the lift stability of a high-speed train with a lifting wing as it passes through a tunnel. Background Technology

[0002] High-speed trains are popular among the public due to their high speed, punctuality, safety, and comfort. Currently, most high-speed trains operate at speeds of up to 350 km / h. To further meet the demand for even faster rail services and shorten passenger travel time, the planning and construction of 400 km / h high-speed railways will be gradually promoted. However, the increased operating speed of high-speed trains leads to accelerated wheel and rail wear, shortening wheel refinishing cycles and rail lifespan, thus increasing railway maintenance costs. Simultaneously, the interaction force between the wheel and rail worsens with increased speed, affecting the safety of high-speed train operation.

[0003] To reduce the forces between wheels and rails, a proposed approach combines trains with "aircraft" designs, breaking away from traditional train shape concepts and incorporating curved airfoils suitable for trains. By installing lifting wings on the train, the train's weight is effectively reduced, decreasing friction between wheels and rails, thus effectively reducing wear and extending the service life of railway equipment.

[0004] However, when the train enters the tunnel, the air in front of it is compressed, forming a compression wave, while the rear of the train enters the tunnel, forming an expansion wave. These compression and expansion waves propagate within the tunnel at the local speed of sound towards the tunnel exit, superimposing to create a strong transient flow field. This strong transient flow field causes the train's aerodynamic lift to change over time, and the lifting fins further complicate the already complex flow field within the tunnel. Simultaneously, due to the limited space within the tunnel, the aerodynamic lift fluctuates violently when the lifting fins enter the tunnel, causing train vibration and impacting the train's structure and passenger comfort. Summary of the Invention

[0005] The purpose of this invention is to address the shortcomings of the aforementioned background technology by providing a solution that can maintain the lift stability of a train when it enters a tunnel from an open track, thereby solving the technical problem that the drastic change in lift when a train enters a tunnel has an adverse effect on the train structure and passenger comfort.

[0006] To achieve the above objectives, the present invention provides a method for controlling the lift stability of a high-speed train with a lifting wing passing through a tunnel. A lifting wing is installed on each high-speed train car. When the train is running on the open track, the angle of attack of the lifting wing is a first set value. When the lifting wing is a set distance from the tunnel entrance, the angle of attack of the lifting wing is adjusted to a second set value. After the train leaves the tunnel, the angle of attack of the lifting wing returns to the first set value.

[0007] Furthermore, each lifting wing adjusts its angle of attack to a second set value after reaching a set distance. When the train exits the tunnel, each lifting wing adjusts its angle of attack to a first set value.

[0008] Furthermore, the distance is set as , , It is 50m. The train speed is measured in km / h, and 350 is also measured in km / h.

[0009] Furthermore, each lifting wing is equipped with a position measurement module. Each lifting wing determines the distance from the tunnel entrance based on the data measured by its own position measurement module. Each lifting wing is also equipped with a photosensitive module and / or an image recognition module, which are used to determine the transition between inside and outside the tunnel.

[0010] Furthermore, the first setting value is greater than the second setting value.

[0011] Furthermore, the first setting value is 12.5°, and the second setting value is 7.5°.

[0012] Furthermore, the lifting wings on each high-speed train are arranged in an alternating pattern, with the winglets of the higher-positioned lifting wings pointing downwards and the winglets of the lower-positioned lifting wings pointing upwards.

[0013] The present invention also provides a lift stability control system for a high-speed train with lifting wings passing through a tunnel, which adopts the lift stability control method for a high-speed train with lifting wings passing through a tunnel as described above, including a central control unit, an adjustment mechanism for adjusting the angle of attack of each lifting wing, and a position measurement module, a photosensitive module and / or an image recognition module disposed at each lifting wing. The central control unit is electrically connected to the position measurement module, the photosensitive module and the image recognition module, and the central control unit is electrically connected to the drive unit of the adjustment mechanism.

[0014] When the position measurement module measures that the distance between the lifting wing and the tunnel entrance is a set distance, it feeds back to the central control unit. The central control unit then sends a control command to the drive unit of the adjustment mechanism, driving the lifting wing to automatically adjust its angle of attack to a second set value. When the train exits the tunnel, each lifting wing feeds back to the central control unit through the photosensitive module or image recognition module. The central control unit then sends a control command to the drive unit of the adjustment mechanism, driving the lifting wing to automatically adjust its angle of attack to a first set value.

[0015] The above-described solution of the present invention has the following beneficial effects:

[0016] The lift stability control method and system for high-speed trains with lifting wings passing through tunnels provided by this invention enables the lifting wing angle of attack to be maintained at a first set value when the train is running on open track, so as to obtain a better lift-to-drag ratio, reduce the friction between the wheel and rail, thereby effectively reducing the wear between the wheel and rail, reducing the energy consumption of friction loss between the wheel and rail, and thus extending the service life of railway equipment. Before the train enters the tunnel, the angle of attack is adjusted to a second set value so that the lift of the train can be kept basically the same as when running on open track. The lift of the train running on open track and in tunnels is automatically stabilized and controlled precisely, reducing the body vibration caused by lift fluctuations, thereby improving the service life of the train and passenger comfort.

[0017] Other beneficial effects of the present invention will be described in detail in the following detailed description section. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the arrangement of the lifting wing of the present invention;

[0019] Figure 2 This is a schematic diagram of the height arrangement of the lifting wing of the present invention;

[0020] Figure 3 This is a schematic diagram of the lift change after a train enters a tunnel with a lift wing angle of attack of 12.5°, as shown in Example 1 of the present invention.

[0021] Figure 4 This is a schematic diagram illustrating the change in lift when a train with a different number of lifting wings passes through a tunnel, as shown in Example 1 of the present invention.

[0022] Figure 5 This is a schematic diagram illustrating the change in lift after a train with different lifting wing angles of attack enters a tunnel, as shown in Example 2 of the present invention.

[0023] Figure 6 This is a schematic diagram of the average lift of a train with different lifting wing angles of attack after entering a tunnel, as shown in Case 3 of the present invention.

[0024] Figure 7 This is a schematic diagram illustrating the average lift of a train passing through tunnels of different lengths, as shown in Case 3 of this invention. Detailed Implementation

[0025] The following specific examples illustrate the implementation of this disclosure. Those skilled in the art can easily understand other advantages and effects of this disclosure from the content disclosed in this specification. Obviously, the described embodiments are only a part of the embodiments of this disclosure, and not all of them. This disclosure can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this disclosure. It should be noted that, in the absence of conflict, the following embodiments and features in the embodiments can be combined with each other. Based on the embodiments in this disclosure, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this disclosure.

[0026] It should be noted that various aspects of embodiments within the scope of the appended claims are described below. It will be apparent that the aspects described herein can be embodied in a wide variety of forms, and any particular structure and / or function described herein is merely illustrative. Based on this disclosure, those skilled in the art will understand that one aspect described herein can be implemented independently of any other aspect, and two or more of these aspects can be combined in various ways. For example, any number of aspects set forth herein can be used to implement the device and / or practice the method. Additionally, this device and / or method can be implemented using structures and / or functionalities other than one or more of the aspects set forth herein.

[0027] It should also be noted that the illustrations provided in the following embodiments are merely schematic representations of the basic concept of this disclosure. The illustrations only show components relevant to this disclosure and are not drawn according to the actual number, shape, and size of components in implementation. In actual implementation, the type, quantity, and proportion of each component can be arbitrarily changed, and the component layout may be more complex. Furthermore, specific details are provided in the following description to facilitate a thorough understanding of the examples. However, those skilled in the art will understand that the described aspects can be practiced without these specific details.

[0028] Embodiments of the present invention provide a stability control method for a high-speed train with a lifting wing passing through a tunnel. See also... Figure 1 , Figure 2The proposed solution involves installing a certain number of lifting wings on each high-speed train car. Each lifting wing is equipped with a position measurement module. When the lifting wing reaches a set distance from the tunnel entrance, such as 50 meters, it automatically adjusts its angle of attack. Each wing adjusts its angle of attack sequentially based on data measured by its own position measurement module as it reaches its corresponding distance. Simultaneously, each lifting wing is equipped with a photosensitive module. After the train exits the tunnel, the photosensitive module uses light signals to automatically increase the angle of attack of the lifting wing control system. At night, image recognition modules are used to determine whether the train is inside or outside the tunnel. Furthermore, the train's location can be determined using the train's positioning module, such as a GPS or BeiDou positioning module, to assist in determining the lifting wing's location and tunnel conditions based on the train's geographic location information (i.e., combining the position measurement module and the positioning module).

[0029] It should be noted that, in order to ensure the overall balance of the train's lift, in this preferred embodiment, six lifting wings are installed on the top of each train car to ensure that the train obtains sufficient aerodynamic lift. Therefore, for a three-car train, a total of 18 lifting wings are required.

[0030] In order to achieve lift stability control for high-speed trains with lifting wings passing through tunnels, the angle of attack of the lifting wings is set to the first set value when the train is running on the open track. When the lifting wings are a set distance from the tunnel entrance, the angle of attack is adjusted to the second set value. After the train leaves the tunnel, the angle of attack of the lifting wings returns to the first set value. The specific values ​​of the first and second set values ​​are given and demonstrated in the specific case below.

[0031] It should be noted that the lifting wing angle of attack adjustment mechanism in this embodiment can adopt a form commonly found in the prior art (e.g., CN114954546A). After the system obtains the instruction that the corresponding lifting wing needs to be adjusted, it sends a signal to the corresponding motor, and relies on the motor to drive the lifting wing to adjust the tilt angle, i.e., the angle of attack.

[0032] Using the above scheme, when the train is running on the open track, a good lift-to-drag ratio can be obtained by setting the angle of attack of the lifting wing to the first set value. In order for the train to pass through the tunnel safely, the aerodynamic lift of the train in the tunnel needs to be consistent with that of the train running on the open track. Due to space constraints, the lift will suddenly increase when entering the tunnel at the same angle of attack. Therefore, in order to ensure lift stability, the lift of the train can be kept basically the same as that on the open track when the angle of attack is adjusted to the second set value before entering the tunnel, thus achieving stable lift control of the train.

[0033] As a further improvement, in this embodiment, the lifting wings on each high-speed train are arranged in a staggered pattern, with the winglets of the higher-positioned lifting wings pointing downwards and the winglets of the lower-positioned lifting wings pointing upwards. Because the lower surface of the lifting wing is a high-pressure area and the upper surface a low-pressure area when the train is running, the airflow in the high-pressure area will bypass the wingtips and flow upwards onto the wing surface. The faster the train travels, the stronger the vortices generated, which increases drag and fuel consumption during flight. Therefore, by adopting the above-described lifting wing installation method and winglet arrangement, with the winglets of the lower-positioned lifting wing pointing upwards, the vortices generated by the pressure difference between the upper and lower surfaces can be reduced, preventing the influence of strong airflow moving from the lower surface to the upper surface. The winglets of the higher-positioned lifting wing pointing downwards not only prevent vortices formed by the pressure difference but also increase lift, thereby effectively reducing drag and fuel consumption during flight.

[0034] The following specific examples further illustrate the effectiveness of this solution:

[0035] Case 1:

[0036] The CRH380B high-speed train, consisting of three cars, is selected. Six staggered lifting wings are installed on both the lead and tail cars. The winglets of the higher-positioned lifting wings point downwards, while the winglets of the lower-positioned lifting wings point upwards. Figure 2 As shown.

[0037] The train initially runs at 400 km / h on the open track, with the lifting wing at an angle of attack of 12.5°, and simultaneously passes through a tunnel at the same angle of attack. The changes in lift throughout the process are as follows: Figure 3 As shown, the lift fluctuates significantly when entering the tunnel.

[0038] Therefore, if the angle of attack of the lifting wing is not adjusted when entering a tunnel, the strong fluctuations in lift generated will cause significant shaking of the train, affecting the train structure and passenger comfort.

[0039] This case study also verified the lift changes of trains with different numbers of lifting wings passing through tunnels at an angle of attack of 12.5°, specifically 3, 6, 14, and 21 lifting wings. Figure 4 As shown, the more lifting wings there are, the greater the fluctuation in lift when passing through the tunnel.

[0040] Case 2:

[0041] The CRH380B model, a three-car high-speed train, is selected. Six staggered lifting wings are installed on the head car and the tail car. The winglets of the higher lifting wings point downwards, while the winglets of the lower lifting wings point upwards.

[0042] The train was running at 400 km / h on the open track. When entering the tunnel, the lifting wing angles of attack were 5°, 7.5°, 10°, 12.5°, 15°, 17.5°, and 20°, respectively. The train's lift results are as follows: Figure 5 As shown.

[0043] from Figure 5 It can be seen that when the angle of attack of the lifting wing in the tunnel is adjusted to 7.5°, its aerodynamic lift is closest to that of the train running on the open track. Therefore, when the train is about to enter the tunnel, the angle of attack of the lifting wing can be adjusted from 12.5° to 7.5° to minimize the train shaking caused by the fluctuation of lift and achieve better results.

[0044] Case 3:

[0045] The train travels at 400 km / h on the open track, with the lifting wing angles of attack being 5°, 7.5°, 10°, 12.5°, 15°, 17.5°, and 20° respectively when entering the tunnel. Figure 6 The figure shows the average lift of the train in the tunnel under different angles of attack of the lifter wings. It can be seen that the results of 12.5° on the open track and 7.5° in the tunnel are the closest. By using different angles of attack inside and outside the tunnel for control, the lift of the train can be smoothly controlled.

[0046] This case study further verified the lift variation of the train passing through tunnels of different lengths, with an angle of attack of 7.5° for all tunnels, and tunnel lengths of 350m, 500m, 750m, and 1000m respectively. The results are as follows: Figure 7 As shown.

[0047] Based on this, in this embodiment, for conventional tunnels, a first setting value of 12.5° and a second setting value of 7.5° can be used to ensure that the train has a good lift-to-drag ratio when running on open tracks, which can reduce the friction between the wheel and rail, thereby effectively reducing wear between the wheel and rail, reducing energy consumption due to friction loss between the wheel and rail, and thus extending the service life of railway equipment. At the same time, it can also accurately and automatically stabilize the lift of the train when running on open tracks and in tunnels, reducing the body vibration caused by lift fluctuations, thereby improving the service life of the train and passenger comfort.

[0048] Based on the same inventive concept, this embodiment also provides a control system, including a central controller, an adjustment mechanism for adjusting the angle of attack of each lifting wing, and a position measurement module, a photosensitive module, and / or an image recognition module disposed at each lifting wing. The central controller is electrically connected to each position measurement module, photosensitive module, and / or image recognition module, and is also electrically connected to the drive unit of the adjustment mechanism.

[0049] When the position measurement module measures that the distance between the train (and its corresponding lifting wing) and the tunnel entrance is within a set distance, it feeds back to the central control unit. The central control unit then sends a control command to the drive unit of the adjustment mechanism, causing the lifting wing to automatically adjust its angle of attack to the second set value. Each lifting wing, based on its own position measurement module, completes its angle of attack adjustment sequentially after reaching its corresponding position. When the train exits the tunnel, each lifting wing feeds back to the central control unit via a photosensitive module or image recognition module. The central control unit then sends a control command to the drive unit of the adjustment mechanism, causing the lifting wing to automatically adjust its angle of attack to the first set value.

[0050] The control system provided in this embodiment has the same inventive concept and the same beneficial effects as the aforementioned control method, and will not be repeated here.

[0051] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0052] The above embodiments are merely illustrative of several implementation methods of this application, and their descriptions are relatively specific and detailed, but they should not be construed as limiting the scope of the application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A method for controlling the lift stability of a high-speed train with a lifting wing passing through a tunnel, characterized in that, A lifting wing is installed on each high-speed train. When the train is running on the open track, the angle of attack of the lifting wing is the first set value. When the lifting wing is a set distance from the tunnel entrance, the angle of attack of the lifting wing is adjusted to the second set value. After the train leaves the tunnel, the angle of attack of the lifting wing returns to the first set value. The lift stability control method for a high-speed train with a lifting wing passing through a tunnel is applied to a lift stability control system for a high-speed train with a lifting wing passing through a tunnel. The lift stability control system for a high-speed train with a lifting wing passing through a tunnel includes a central control unit, an adjustment mechanism for adjusting the angle of attack of each lifting wing, and a position measurement module, a photosensitive module, and / or an image recognition module disposed at each lifting wing. The central control unit is electrically connected to the position measurement module, the photosensitive module, and the image recognition module, and the central control unit is electrically connected to the drive unit of the adjustment mechanism. When the position measurement module measures that the distance between the lifting wing and the tunnel entrance is a set distance, it feeds back to the central control unit. The central control unit then sends a control command to the drive unit of the adjustment mechanism, driving the lifting wing to automatically adjust its angle of attack to a second set value. When the train exits the tunnel, each lifting wing feeds back to the central control unit through the photosensitive module or image recognition module. The central control unit then sends a control command to the drive unit of the adjustment mechanism, driving the lifting wing to automatically adjust its angle of attack to a first set value.

2. The lift stability control method for a high-speed train with a lifting wing passing through a tunnel according to claim 1, characterized in that, Each lifting wing adjusts its angle of attack to a second set value after reaching a set distance. When the train exits the tunnel, each lifting wing adjusts its angle of attack to a first set value.

3. The lift stability control method for a high-speed train with a lifting wing passing through a tunnel according to claim 1, characterized in that, Set distance as , , It is 50m. The train speed is measured in km / h, and 350 is also measured in km / h.

4. The lift stability control method for a high-speed train with a lifting wing passing through a tunnel according to claim 1, characterized in that, Each lifting wing is equipped with a position measurement module. Each lifting wing determines its distance from the tunnel entrance based on the data measured by its own position measurement module. Each lifting wing is also equipped with a photosensitive module and / or an image recognition module, which are used to determine the transition between inside and outside the tunnel.

5. The lift stability control method for a high-speed train with a lifting wing passing through a tunnel according to claim 1, characterized in that, The first setting value is greater than the second setting value.

6. The lift stability control method for a high-speed train with a lifting wing passing through a tunnel according to claim 5, characterized in that, The first setting is 12.5°, and the second setting is 7.5°.

7. The lift stability control method for a high-speed train with a lifting wing passing through a tunnel according to claim 1, characterized in that, The lifting wings on each high-speed train are arranged in an alternating pattern, with the winglets of the higher-positioned lifting wings pointing downwards and the winglets of the lower-positioned lifting wings pointing upwards.

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