Lifting wing for rail vehicle and rail vehicle

Abstract

The present disclosure provides a lifting wing for a rail vehicle, comprising: a support portion mounted on the roof of the rail vehicle; a body mounted on top of the support portion; and a control portion configured to control the movement of the support portion based on the rail vehicle's speed vector and wind speed vector to adjust the posture of the body relative to the rail vehicle's roof, thereby enabling the rail vehicle to adapt to environmental conditions during high-speed travel and thereby enhancing the lifting force exerted by the lifting wing on the rail vehicle. The present disclosure also provides a rail vehicle, comprising a plurality of carriages and a plurality of lifting wing for the rail vehicle, with at least one lifting wing mounted on the roof of each carriage.

Description

Technical Field

[0001] At least one embodiment of the present disclosure relates to the technical field of lift wings for rail vehicles, and more particularly, to a lift wing for a rail vehicle and a rail vehicle. Background Art

[0002] With the continuous increase in the operating speed and axle load of rail vehicles, the problem of wheel-rail wear has become increasingly prominent, affecting the safety of rail vehicle operation.

[0003] To address these technical issues, existing technologies have employed lift wings installed on the roof of rail vehicles. This breaks through the traditional aerodynamic shape of rail vehicles, providing sufficient lift for high-speed rail vehicles, reducing wheel-rail interaction, achieving equivalent lightweighting, and extending the lifespan of rail vehicles' wheels and rails. Furthermore, the lift wings installed on the roof of rail vehicles can also generate greater aerodynamic lift for each vehicle section, achieving energy conservation and consumption reduction.

[0004] However, under strong wind loads and complex operating scenarios, the existing lift wings used for rail vehicles have limited effect on increasing the lift of the entire vehicle and may even be detrimental to driving safety. Summary of the Invention

[0005] In view of this, the present disclosure provides a lift wing for a rail vehicle, which enables the rail vehicle to adapt to environmental conditions during high-speed travel, thereby increasing the lifting force of the lift wing on the rail vehicle.

[0006] According to a first aspect of the present disclosure, a lifting wing for a rail vehicle is provided, comprising: a support portion mounted on a roof of the rail vehicle; a body mounted on top of the support portion; and a control portion configured to control the movement of the support portion based on a speed vector of the rail vehicle and a wind speed vector to adjust the posture of the body relative to the roof of the rail vehicle.

[0007] According to an embodiment of the present disclosure, the control unit controls the support unit to adjust the rotation angle of the body in the horizontal plane based on the vehicle speed vector of the rail vehicle and the synthetic wind direction of the synthetic wind speed vector obtained by the wind speed vector, so that the leading edge of the body is perpendicular to the synthetic wind direction.

[0008] According to an embodiment of the present disclosure, the support portion includes: a base mounted on the top of the rail vehicle; and a rotating assembly mounted on the base and connected to the body, configured to drive the body to rotate in a horizontal plane under the control of the control portion.

[0009] According to an embodiment of the present disclosure, the rotating assembly includes: a first motor installed on the lower side of the base; and a turntable connected to the body, and the first motor drives the turntable to rotate in a horizontal plane relative to the base under the control of the control unit.

[0010] According to an embodiment of the present disclosure, the support part also includes: an adjustment component, one end of which is mounted on the rotating component to rotate with the rotating component, and the other end is rotatably connected to the main body, and is configured to drive the main body to swing up and down relative to the horizontal vertical plane, and / or reciprocate in the height direction under the control of the control part.

[0011] According to an embodiment of the present disclosure, the adjustment assembly includes: a lifting assembly, a first end of which is mounted on the rotating assembly so as to rotate with the rotating assembly; and a pitch assembly, one end of which is rotatably connected to the main body; the control unit is also configured to control the pitch assembly to drive the main body to swing up and down relative to the horizontal vertical plane based on the synthetic wind speed of the synthetic wind speed vector, so that the lift wing generates a maximized lifting force; and control the lifting assembly to drive the pitch assembly to move back and forth in the height direction based on the driving state of the rail vehicle.

[0012] According to an embodiment of the present disclosure, the lifting assembly includes: a first driving component, mounted on the rotating assembly; and a lifting mechanism, mounted on the rotating assembly and connected to the first driving component and the pitch assembly, respectively. The first driving component drives the lifting mechanism to expand or fold under the control of the control unit, so as to drive the main body to reciprocate in the height direction through the pitch assembly.

[0013] According to an embodiment of the present disclosure, the lifting mechanism includes: two groups of connecting rod mechanisms, which are installed on the rotating assembly facing each other, and the head and tail ends of each group of the connecting rod mechanisms are rotatably installed on the rotating assembly and form a deformable parallelogram with the rotating assembly. The head ends or tail ends facing each other of the two groups of the connecting rod mechanisms are connected through the first driving component, and the first driving component drives the two groups of the connecting rod mechanisms to swing synchronously in the longitudinal vertical plane under the control of the control unit, so that the main body moves back and forth in the height direction.

[0014] According to an embodiment of the present disclosure, each group of the connecting rod mechanism includes a first connecting rod, a second connecting rod and a third connecting rod that are rotatably connected head to tail, and the head end of the first connecting rod and the tail end of the third connecting rod are rotatably connected to the rotating assembly respectively.

[0015] According to an embodiment of the present disclosure, the first driving component includes: a second motor mounted on the rotating assembly; a first gear mounted on the output end of the second motor; a rotating shaft, both ends of which are rotatably connected to the head ends or tail ends facing each other of the two groups of the connecting rod mechanisms; and a second gear mounted on the rotating shaft and meshing with the first gear, so that the second motor drives the rotating shaft to rotate under the control of the control unit to drive the two groups of the connecting rod mechanisms to swing.

[0016] According to an embodiment of the present disclosure, the pitch assembly includes: a swing component, one end of which is mounted on the lifting assembly and the other end is rotatably connected to the main body; and a second driving component, which is mounted on the swing component and is configured to drive the swing component to swing in a longitudinal vertical plane.

[0017] According to an embodiment of the present disclosure, the swing component includes: a support frame configured as a roughly U-shaped frame, the support frame including a base, and two support arms formed on the base facing each other in the transverse direction and extending in the height direction, the base being mounted on the lifting assembly, and one end of each support arm away from the base being rotatably mounted on the bottom of the body; and a swing mechanism, one end of which is movably mounted on the lifting assembly and the other end of which is rotatably mounted on the bottom of the body, so that in the process of the swing mechanism reciprocating in the longitudinal direction relative to the lifting assembly, the body is driven to swing up and down relative to the transverse vertical plane.

[0018] According to an embodiment of the present disclosure, the swing mechanism includes: a base plate extending in a transverse direction and movably mounted on the lifting assembly; and a swing rod, one end of which passes through the base plate and the other end of which is rotatably mounted on the bottom of the body. As the swing rod swings in a longitudinal vertical plane, the base plate moves back and forth linearly in the longitudinal direction relative to the lifting assembly.

[0019] According to an embodiment of the present disclosure, the second driving component includes: two support seats, which are installed at the bottom of the main body facing each other in the transverse direction; a rotating shaft, both ends of which are rotatably installed on the two support seats; and a third motor, which is installed on the rotating shaft and drives the swing arm to swing in the longitudinal vertical plane through the rotation of the rotating shaft.

[0020] A second aspect of the present disclosure provides a rail vehicle, comprising: a plurality of carriages; and a plurality of lift wings for rail vehicles according to the above embodiments, wherein at least one lift wing is installed on the top of each carriage.

[0021] According to the lift wing for rail vehicles of the above-mentioned embodiment of the present disclosure, the control unit controls the action of the support unit according to the vehicle speed vector and the wind speed vector of the rail vehicle to adjust the posture of the main body relative to the roof of the rail vehicle, so that the rail vehicle can adapt to the environmental conditions during high-speed driving to increase the lifting force of the lift wing on the rail vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 is a perspective schematic diagram of a lift wing for a rail vehicle and a rail vehicle installed according to an embodiment of the present disclosure;

[0023] Figure 2 It is a schematic diagram of the relationship between the wind speed vector and the vehicle speed vector during the movement of the rail vehicle;

[0024] Figure 3 is a perspective schematic diagram of the installation of a support portion and a body of a lift wing for a rail vehicle according to an embodiment of the present disclosure from a first perspective;

[0025] Figure 4 is a perspective schematic diagram of the installation of the support portion and the body of the lift wing for a rail vehicle according to an embodiment of the present disclosure from a second perspective;

[0026] Figure 5 is a perspective schematic diagram of the installation of the support portion and the body of the lift wing for a rail vehicle according to an embodiment of the present disclosure from a third perspective;

[0027] Figure 6 is a perspective schematic diagram of the fourth perspective of the installation of the support portion and the body of the lift wing for a rail vehicle according to an embodiment of the present disclosure;

[0028] Figure 7 is a side view of a lift wing for a rail vehicle according to an embodiment of the present disclosure;

[0029] Figure 8 is a top view of a lift wing for a rail vehicle according to an embodiment of the present disclosure;

[0030] Figure 9 It is a perspective schematic diagram of the installation of a support portion, a body, and a wind-blocking wing of a lift wing for a rail vehicle according to an embodiment of the present disclosure;

[0031] Figure 10 is a side view of the installation of a support portion, a body, and a wind-blocking wing of a lift wing for a rail vehicle according to an embodiment of the present disclosure; and

[0032] Figure 11 It is a top view of the installation of the support portion, the main body and the wind-blocking wing of the lift wing for a rail vehicle according to an embodiment of the present disclosure.

[0033] In the picture:

[0034] 1- support part;

[0035] 11- base;

[0036] 12-rotating assembly; 121-first motor; 122-rotating disk;

[0037] 13-lifting assembly;

[0038] 131 - first driving component; 1311 - second motor; 1312 - first gear; 1313 - rotating shaft; 1314 - second gear;

[0039] 132-lifting mechanism;

[0040] 133-connecting rod mechanism; 1331-first connecting rod; 1332-second connecting rod; 1333-third connecting rod;

[0041] 134-Reinforcement rod;

[0042] 14-Pitch assembly;

[0043] 141-swinging member; 1411-support frame; 1412-base; 1413-support arm; 1414-swinging mechanism; 1415-base plate; 1416-swinging rod;

[0044] 142 - second driving component; 1421 - support base; 1422 - rotating shaft; 1423 - third motor;

[0045] 15- Adjust components;

[0046] 2 body;

[0047] 3-wind-blocking wing;

[0048] 4-carriage;

[0049] 5-Lift wing. DETAILED DESCRIPTION

[0050] In order to make the objectives, technical solutions and advantages of the present disclosure more clearly understood, the present disclosure is further described in detail below in conjunction with specific embodiments and with reference to the accompanying drawings.

[0051] However, it should be understood that these descriptions are exemplary only and are not intended to limit the scope of the present disclosure. In the detailed description below, for ease of explanation, many specific details are set forth to provide a comprehensive understanding of the embodiments of the present disclosure. However, it is obvious that one or more embodiments can also be implemented without these specific details. In addition, in the following description, descriptions of well-known structures and technologies are omitted to avoid unnecessary confusion of the concepts of the present disclosure.

[0052] The terms used herein are only for describing specific embodiments and are not intended to limit the present disclosure. The terms "comprise," "include," etc. used herein indicate the presence of the features, steps, operations, and / or components, but do not exclude the presence or addition of one or more other features, steps, operations, or components.

[0053] All terms used herein (including technical and scientific terms) have the meanings commonly understood by those skilled in the art unless otherwise defined. It should be noted that the terms used herein should be interpreted as having a meaning consistent with the context of this specification and should not be interpreted in an idealized or overly rigid manner.

[0054] According to the inventive concept of one aspect of the present disclosure, a lifting wing for a rail vehicle is provided, comprising: a support portion mounted on the roof of the rail vehicle; a body mounted on top of the support portion; and a control portion configured to control the movement of the support portion based on a speed vector of the rail vehicle and a wind speed vector to adjust the posture of the body relative to the roof of the rail vehicle.

[0055] Figure 1 is a perspective schematic diagram of a lift wing for a rail vehicle and a rail vehicle installed according to an embodiment of the present disclosure; Figure 2 It is a schematic diagram of the relationship between the wind speed vector and the vehicle speed vector during the movement of the rail vehicle; Figure 3 It is a perspective schematic diagram of the installation of the support portion and the body of a lift wing for a rail vehicle according to an embodiment of the present disclosure from a first perspective.

[0056] According to an exemplary embodiment of the present disclosure, please refer to Figure 1-Figure 3 A lifting wing for a rail vehicle is provided, comprising a support portion 1, a body 2, and a control portion. The support portion 1 is mounted on the roof of the rail vehicle. The body 2 is mounted on top of the support portion 1. The control portion is configured to control the movement of the support portion 1 based on the rail vehicle's speed vector and the wind speed vector to adjust the posture of the body 2 relative to the rail vehicle's roof.

[0057] In this embodiment, the support portion 1 is mounted on the roof of a rail vehicle, and the body 2 is mounted on top of the support portion 1. The control unit controls the movement of the support portion 1 according to the rail vehicle's speed vector and wind speed vector to adjust the posture of the body 2 relative to the rail vehicle's roof. This allows the rail vehicle to adapt to environmental conditions during high-speed travel, thereby increasing the lifting force of the lift wing on the rail vehicle.

[0058] In some exemplary embodiments, referring to Figure 1-Figure 3 The control unit controls the support unit 1 to adjust the rotation angle of the body 2 in the horizontal plane according to the synthetic wind direction of the synthetic wind speed vector obtained by the speed vector of the rail vehicle and the wind speed vector, so that the leading edge of the body 2 is perpendicular to the synthetic wind direction.

[0059] In this embodiment, when a rail vehicle encounters strong winds (i.e., a large wind speed vector) during travel, the control unit controls the support unit 1 to adjust the rotation angle of the body 2 in the horizontal plane based on the rail vehicle's speed vector and the synthetic wind direction of the synthetic wind speed vector obtained from the wind speed vector, so that the leading edge of the body 2 is perpendicular to the synthetic wind direction, that is, the body 2 rotates in the horizontal plane in the direction of the strong wind flow. In this case, the speed vector represents the direction of movement (travel direction) and the speed (vehicle speed) of the rail vehicle, and the wind speed vector represents the direction of the wind (wind direction) and the speed (wind speed).

[0060] In some exemplary embodiments, referring to Figure 3 The support portion 1 includes a base 11 and a rotating assembly 12. The base 11 is mounted on the top of the rail vehicle. The rotating assembly 12 is mounted on the base 11 and connected to the body 2. The rotating assembly 12 is configured to drive the body 2 to rotate in a horizontal plane under the control of the control unit.

[0061] Through the above arrangement, the control unit controls the rotating assembly 12 to drive the body 2 to rotate in the horizontal plane, so as to adjust the rotation angle of the body 2 in the horizontal plane so that the leading edge of the body 2 is perpendicular to the resultant wind direction.

[0062] In some exemplary embodiments, referring to Figure 3 The rotating assembly 12 includes a first motor 121 and a turntable 122. The first motor 121 is mounted on the lower side of the base 11. The turntable 122 is connected to the body 2. The first motor 121 drives the turntable 122 to rotate in a horizontal plane relative to the base 11 under the control of the control unit.

[0063] Through the above arrangement, under the control of the control unit, the first motor 121 drives the turntable 122 to rotate relative to the base 11 in the horizontal plane to adjust the rotation angle of the body 2 in the horizontal plane.

[0064] In some exemplary embodiments, referring to Figure 3 The support portion 1 further includes an adjustment assembly 15. One end of the adjustment assembly 15 is mounted on the rotating assembly 12 so as to rotate with the rotating assembly 12, and the other end is rotatably connected to the body 2. The adjustment assembly 15 is configured to drive the body 2 to swing up and down relative to the horizontal vertical plane and / or to reciprocate in the height direction under the control of the control unit.

[0065] With the above arrangement, under the control of the control unit, the body 2 can rotate with the rotating assembly 12 and, at the same time, can be driven by the adjustment assembly 15 to swing up and down relative to the horizontal vertical plane and / or reciprocate in the height direction.

[0066] Figure 4is a perspective schematic diagram of the installation of the support portion and the body of the lift wing for a rail vehicle according to an embodiment of the present disclosure from a second perspective; Figure 5 It is a perspective schematic diagram of the installation of the support portion and the body of the lift wing for a rail vehicle according to an embodiment of the present disclosure from a third perspective.

[0067] In some exemplary embodiments, referring to Figure 3-Figure 5 The adjustment assembly 15 includes a lifting assembly 13 and a pitching assembly 14. The first end of the lifting assembly 13 is mounted on the rotating assembly 12 so as to rotate with the rotating assembly 12. One end of the pitching assembly 14 is rotatably connected to the body 2. The control unit is further configured to control the pitching assembly 14 to drive the body 2 to swing up and down relative to the horizontal vertical plane according to the synthetic wind speed of the synthetic wind speed vector, so that the lift wing generates the maximum lifting force; and control the lifting assembly 13 to drive the pitching assembly 14 to move back and forth in the height direction according to the driving state of the rail vehicle.

[0068] In this embodiment, when the rail vehicle encounters strong winds (i.e., a high wind velocity vector) during travel, the control unit can further control the pitch assembly 14 to drive the body 2 to swing up and down relative to the lateral vertical plane based on the combined wind velocity of the combined wind velocity vector, thereby adjusting the pitch angle of the body 2 to maximize the lift generated by the lift vane. During this process, the body 2 swings downward from a horizontal position relative to the lateral vertical plane. When the combined wind velocity vector decreases, the pitch angle of the body 2 increases, and when the combined wind velocity vector increases, the pitch angle of the body 2 decreases.

[0069] Furthermore, when a rail vehicle encounters a calm environment during travel, the wind speed (wind velocity) can be considered zero, i.e., the wind velocity vector is zero, meaning the lift fins are affected only by the vehicle speed vector. In this case, the lift fins' primary function is to generate upward lift, effectively reducing the weight of the train and, in turn, its impact on the track. The control unit primarily controls the pitch motion of body 2. During this process, body 2 swings upward from a horizontal position relative to the horizontal vertical plane. The lift generated by body 2 is related to its pitch angle and the speed of the rail vehicle. Specifically, as the pitch angle increases, the lift generated by body 2 increases, while as the speed of the rail vehicle decreases, the lift generated by body 2 decreases. Therefore, to generate a sufficient amount of lift, the pitch angle of body 2 is larger when the vehicle speed decreases, and smaller when the speed increases.

[0070] In some exemplary embodiments, referring to Figure 3-Figure 5The lifting assembly 13 includes a first driving component 131 and a lifting mechanism 132. The first driving component 131 is mounted on the rotating assembly 12. The lifting mechanism 132 is mounted on the rotating assembly 12 and is connected to the first driving component 131 and the pitch assembly 14, respectively. Under the control of the control unit, the first driving component 131 drives the lifting mechanism 132 to expand or retract, thereby driving the body 2 to reciprocate in the height direction via the pitch assembly 14.

[0071] Through the above-mentioned setting, under the control of the control unit, the first driving component 131 drives the lifting mechanism 132 to expand, so as to drive the main body 2 to rise in the height direction through the pitch component 14; or, drives the lifting mechanism 132 to retract, so as to drive the main body 2 to lower in the height direction through the pitch component 14.

[0072] In some exemplary embodiments, referring to Figure 3-Figure 5 The lifting mechanism 132 includes two sets of connecting rod mechanisms 133. The two sets of connecting rod mechanisms 133 are mounted on the rotating assembly 12 in a mutually facing manner. The leading and trailing ends of each set of connecting rod mechanisms 133 are rotatably mounted on the rotating assembly 12 and form a deformable parallelogram with the rotating assembly 12. The facing leading or trailing ends of the two sets of connecting rod mechanisms 133 are connected by a first driving component 131. Under the control of the control unit, the first driving component 131 drives the two sets of connecting rod mechanisms 133 to swing synchronously in the longitudinal vertical plane, causing the body 2 to reciprocate in the height direction.

[0073] Through the above arrangement, under the control of the control unit, the first driving component 131 drives the two sets of link mechanisms 133 to swing, so that the link mechanisms 133 are expanded or retracted, thereby driving the body 2 to reciprocate in the height direction.

[0074] In some exemplary embodiments, referring to Figure 3-Figure 5 Each link mechanism 133 includes a first link 1331, a second link 1332 and a third link 1333 that are rotatably connected at the head and tail ends. The head end of the first link 1331 and the tail end of the third link 1333 are rotatably connected to the rotating component 12 respectively.

[0075] It should be noted that, in this embodiment, the lifting mechanism 132 further includes a reinforcement rod 134. The reinforcement rod 134 extends in the transverse direction, and its two ends are respectively connected to the two sets of connecting rod mechanisms 133 to strengthen the connection strength between the two sets of connecting rod mechanisms 133, thereby enhancing the stability of the two sets of connecting rod mechanisms 133 during the swinging process.

[0076] In some exemplary embodiments, referring to Figure 4The first driving component 131 includes a second motor 1311, a first gear 1312, a rotating shaft 1313, and a second gear 1314. The second motor 1311 is mounted on the rotating assembly 12. The first gear 1312 is mounted on the output end of the second motor 1311. The two ends of the rotating shaft 1313 are rotatably connected to the mutually facing head ends or tail ends of the two sets of connecting rod mechanisms 133. The second gear 1314 is mounted on the rotating shaft 1313 and meshes with the first gear 1312, so that the second motor 1311 drives the rotating shaft 1313 to rotate under the control of the control unit, thereby driving the two sets of connecting rod mechanisms 133 to swing.

[0077] With the above arrangement, under the control of the control unit, the second motor 1311 drives the first gear 1312 to rotate, and drives the rotating shaft 1313 to rotate via the second gear 1314, thereby driving the two sets of connecting rod mechanisms 133 to swing.

[0078] Figure 6 is a perspective schematic diagram of the fourth perspective of the installation of the support portion and the body of the lift wing for a rail vehicle according to an embodiment of the present disclosure; Figure 7 is a side view of a lift wing for a rail vehicle according to an embodiment of the present disclosure; Figure 8 4 is a top view of a lift wing for a rail vehicle according to an embodiment of the present disclosure.

[0079] In some exemplary embodiments, referring to Figure 5-Figure 8 The pitch assembly 14 includes a swinging member 141 and a second driving member 142. One end of the swinging member 141 is mounted on the lifting assembly 13, and the other end is rotatably connected to the body 2. The second driving member 142 is mounted on the swinging member 141 and is configured to drive the swinging member 141 to swing in a longitudinal vertical plane.

[0080] Through the above arrangement, the second driving component 142 drives the swing component 141 to swing in the longitudinal vertical plane, so as to drive the body 2 to swing up and down relative to the transverse vertical plane, thereby adjusting the pitch angle of the body 2.

[0081] In some exemplary embodiments, referring to Figure 5-Figure 6The swing component 141 includes a support frame 1411 and a swing mechanism 1414. The support frame 1411 is constructed as a generally U-shaped frame, comprising a base 1412 and two support arms 1413 formed on the base 1412 in a transverse direction and extending in the height direction. The base 1412 is mounted on the lifting assembly 13, and one end of each support arm 1413, away from the base 1412, is rotatably mounted on the bottom of the body 2. The swing mechanism 1414 is movably mounted on the lifting assembly 13 at one end and rotatably mounted on the bottom of the body 2 at the other end, so that when the swing mechanism 1414 reciprocates in the longitudinal direction relative to the lifting assembly 13, it drives the body 2 to swing up and down relative to the transverse vertical plane.

[0082] It should be noted that, in this embodiment, the two ends of the base 1412 of the support frame 1411 extending in the horizontal direction are respectively installed on two sets of connecting rod mechanisms 133, the two support arms 1413 are respectively hinged to the bottom of the main body 2, and the swing mechanism 1414 is movably installed on the two sets of connecting rod mechanisms 133, so that as the swing mechanism 1414 swings up and down relative to the horizontal vertical plane, the main body 2 swings up and down relative to the horizontal vertical plane.

[0083] In some exemplary embodiments, referring to Figure 5-Figure 6 The swing mechanism 1414 includes a base plate 1415 and a swing rod 1416. The base plate 1415 extends in the transverse direction and is movably mounted on the lifting assembly 13. One end of the swing rod 1416 passes through the base plate 1415, and the other end is rotatably mounted on the bottom of the body 2. As the swing rod 1416 swings in the longitudinal vertical plane, the base plate 1415 moves back and forth linearly in the longitudinal direction relative to the lifting assembly 13.

[0084] It should be noted that in this embodiment, the two ends of the base plate 1415 extending in the transverse direction are movably mounted on the two sets of link mechanisms 133. As the swing arm 1416 swings in the longitudinal vertical plane, the base plate 1415 moves back and forth linearly in the longitudinal direction relative to the two sets of link mechanisms 133, thereby changing the height length of the portion of the swing arm 1416 located above the base plate 1415, thereby driving the main body 2 to swing up and down relative to the transverse vertical plane to adjust the pitch angle of the main body 2.

[0085] In some exemplary embodiments, referring to Figure 5-Figure 6The second driving component 142 includes two support bases 1421, a rotating shaft 1422, and a third motor 1423. The two support bases 1421 are mounted on the bottom of the body 2, facing each other in the transverse direction. The rotating shaft 1422 is rotatably mounted on each of the two support bases 1421 at both ends. The third motor 1423 is mounted on the rotating shaft 1422. The rotation of the rotating shaft 1422 drives the swing arm 1416 to swing in the longitudinal vertical plane.

[0086] Through the above arrangement, the third motor 1423 drives the rotating shaft 1422 to rotate, so as to drive the swing arm 1416 to swing in the longitudinal vertical plane.

[0087] It should be noted that, in this embodiment, the output power of the first motor 121 is greater than the output power of the second motor 1311 and the third motor 1423 .

[0088] Figure 9 It is a perspective schematic diagram of the installation of a support portion, a body, and a wind-blocking wing of a lift wing for a rail vehicle according to an embodiment of the present disclosure; Figure 10 1 is a side view of the installation of a support portion, a body, and a wind-blocking wing of a lift wing for a rail vehicle according to an embodiment of the present disclosure; Figure 11 It is a top view of the installation of the support portion, the main body and the wind-blocking wing of the lift wing for a rail vehicle according to an embodiment of the present disclosure.

[0089] In some exemplary embodiments, referring to Figures 9-11 The cross-section of the body 2 in the longitudinal vertical plane is configured as a generally plano-convex airfoil with a straight bottom and an upwardly convex shape. The distance between the bottom of the body 2 near the front of the vehicle and the roof is greater than the distance between the bottom of the body 2 near the rear of the vehicle and the roof. The lift wing also includes two wind-blocking wings 3, which are mounted facing each other on the top of the body 2 near the two ends in the transverse direction. Each wind-blocking wing 3 is configured as a thin plate with a thickness gradually decreasing from the middle to the ends along the longitudinal direction. When the rail vehicle is traveling, air flows along the top surface of the body 2 and between the two wind-blocking wings 3, thereby preventing airflow from overflowing the body 2 in the transverse direction.

[0090] In this embodiment, two wind-blocking wings 3 facing each other are installed on the top of the main body 2 near the two ends in the lateral direction. Each wind-blocking wing 3 is constructed as a thin plate whose thickness gradually decreases from the middle to the two ends along the longitudinal direction. When the rail vehicle is moving, the airflow flows along the top surface of the main body 2 and between the two wind-blocking wings 3 to prevent the airflow from overflowing the main body 2 in the lateral direction, thereby improving the lift characteristics of the rail vehicle and achieving the purpose of energy saving and consumption reduction.

[0091] It should be noted that, in this embodiment, the choke wings 3 increase lift by weakening the strength of the wingtip vortex. The two choke wings 3 are installed facing each other on the top of the main body 2 near the two ends in the lateral direction to improve the effect of weakening the strength of the wingtip vortex.

[0092] In some exemplary embodiments, referring to Figures 9-11 The cross section of the wind-blocking wing 3 in the horizontal plane is roughly elliptical.

[0093] Through the above arrangement, the wind-blocking wings 3 can effectively guide the incoming airflow and reduce the flow separation of the airflow at the position where it flows out of the body 2, thereby reducing the impact of the wind-blocking wings 3 on the flow field of the body 2.

[0094] In some exemplary embodiments, the cross-section of the choke wings 3 in the horizontal plane is substantially in the shape of a plano-convex airfoil, and the convex portions of the two choke wings 3 are arranged facing each other.

[0095] It should be noted that, in this embodiment, the cross-section of the wind-blocking wing 3 in the horizontal plane can also be set to a roughly flat-convex airfoil shape, and the convex parts of the two wind-blocking wings 3 are arranged facing each other, so as to effectively guide the incoming airflow and reduce the flow separation of the airflow at the position where it flows out of the main body 2, thereby reducing the impact of the wind-blocking wing 3 on the flow field of the main body 2.

[0096] In some exemplary embodiments, referring to Figures 9-11 The chord length L1 of the main body 2 is 1.4-1.6m, and the wingspan length L2 of the main body 2 is 2.0-2.4m.

[0097] In some exemplary embodiments, referring to Figures 9-11 The cross-sectional area of ​​the wind-blocking wing 3 in the horizontal plane is 0.05-0.06m 2 .

[0098] It should be noted that in this embodiment, if the cross-sectional area of ​​the choke wing 3 in the horizontal plane is too large, it will cause greater drag, resulting in a decrease in the lift-to-drag ratio of the body 2. If the cross-sectional area of ​​the choke wing 3 in the horizontal plane is too small, the structural strength of the choke wing 3 will be insufficient.

[0099] In some exemplary embodiments, referring to Figures 9-11 The thickness D of the middle part of the wind-blocking wing 3 is 50-60 mm.

[0100] It should be noted that in this embodiment, the thickness D of the middle portion of the choke wing 3 is preferably 55 mm. If the thickness of the middle portion of the choke wing 3 is too large, it will cause greater drag. If the thickness of the middle portion of the choke wing 3 is too small, the structural strength of the choke wing 3 will be insufficient, and flutter will easily occur.

[0101] In some exemplary embodiments, referring to Figures 9-11 The top surface of the wind-blocking wing 3 is parallel to the horizontal plane, and the bottom surface of the wind-blocking wing 3 cooperates with the top surface of the main body 2 to reduce the resistance generated by the wingtip vortex formed on the main body 2 during the movement of the rail vehicle.

[0102] In some exemplary embodiments, referring to Figures 9-11 The height H1 of the wind-blocking wing 3 close to the front side of the vehicle is 45-50 mm, and the height H2 of the wind-blocking wing 3 close to the rear side of the vehicle is 85-95 mm.

[0103] It should be noted that the height H1 of the choke wing 3 near the front of the vehicle is preferably 48 mm, and the height H2 of the choke wing 3 near the rear of the vehicle is preferably 90 mm. The choke wing 3 reduces induced drag by weakening the wingtip vortices. If H1 and H2 are too large, additional drag will be added. If H1 and H2 are too small, the induced drag reduction effect is lost.

[0104] In some exemplary embodiments, referring to Figures 9-11 The two wind-blocking wings 3 are symmetrically installed on the top of the main body 2 about the axis extending in the longitudinal direction of the main body 2. When the air flows through the area between the two wind-blocking wings 3, the generation of a moment that causes the rail vehicle to roll in the transverse vertical plane is avoided.

[0105] According to an exemplary embodiment of the present disclosure, please refer to Figure 1 , provides a rail vehicle, comprising a plurality of carriages 4 and a plurality of lift wings for rail vehicles as described in the above embodiments. At least one lift wing 5 is installed on the top of each carriage 4.

[0106] In this embodiment, by installing at least one lift wing for a rail vehicle as described in the above embodiment on the top of each carriage 4 of the rail vehicle, the rail vehicle can adapt to environmental conditions during high-speed driving to increase the lifting force of the lift wing 5 on the rail vehicle.

[0107] It should be noted that, in this embodiment, three lift wings 5 ​​are installed on the tops of the first and last carriages 4 of the rail vehicle and the top of the carriage 4 equipped with a pantograph, and four lift wings 5 ​​are installed on the tops of the remaining carriages 4.

[0108] The embodiments of the present disclosure have been described in detail with reference to the accompanying drawings. It should be noted that any implementations not depicted or described in the drawings or the main text of the specification are known to those skilled in the art and are not described in detail. Furthermore, the definitions of the various components described above are not limited to the specific structures, shapes, or methods described in the embodiments; those skilled in the art may easily modify or replace them.

[0109] Those skilled in the art will appreciate that various combinations and / or combinations of features described in the various embodiments and / or claims of this disclosure may be made, even if such combinations or combinations are not explicitly described in this disclosure. In particular, various combinations and / or combinations of features described in the various embodiments and / or claims of this disclosure may be made, without departing from the spirit and teachings of this disclosure. All such combinations and / or combinations fall within the scope of this disclosure.

[0110] The specific embodiments described above further illustrate the purpose, technical solutions and beneficial effects of the present disclosure. It should be understood that the above are only specific embodiments of the present disclosure and are not intended to limit the present disclosure. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present disclosure should be included in the scope of protection of the present disclosure.

Claims

1. A lifting wing for a rail vehicle, comprising: A support portion (1) mounted on the roof of the rail vehicle; A body (2) is mounted on the top of the support portion (1); as well as A control unit configured to control the movement of the support unit (1) according to the vehicle speed vector and the wind speed vector of the rail vehicle to adjust the posture of the body (2) relative to the roof of the rail vehicle; Wherein, the support portion (1) comprises: a base (11) mounted on the top of the rail vehicle; A rotating assembly (12) is mounted on the base (11) and connected to the body (2), and is configured to drive the body (2) to rotate in a horizontal plane under the control of the control unit; An adjustment assembly (15) is configured to drive the body (2) to swing up and down relative to a transverse vertical plane and / or to reciprocate in a height direction, comprising: a lifting assembly (13), wherein a first end of the lifting assembly (13) is mounted on the rotating assembly (12) so as to rotate with the rotating assembly (12); A pitch assembly (14) is rotatably connected to the body (2) at one end and comprises a swing component (141) having one end mounted on the lifting assembly (13) and the other end rotatably connected to the body (2). The swing component (141) comprises: A support frame (1411) is constructed as a substantially U-shaped frame, comprising a base (1412) and two support arms (1413) formed on the base (1412) facing each other in a transverse direction and extending in a height direction, wherein the base (1412) is mounted on the lifting assembly (13), and an end of each support arm (1413) away from the base (1412) is rotatably mounted on the bottom of the body (2); The swing mechanism (1414) has one end movably mounted on the lifting assembly (13) and the other end rotatably mounted on the bottom of the body (2), so that when the swing mechanism (1414) moves back and forth in the longitudinal direction relative to the lifting assembly (13), it drives the body (2) to swing up and down relative to the horizontal vertical plane.

2. The lifting wing for a rail vehicle according to claim 1, wherein: The control unit controls the support unit (1) to adjust the rotation angle of the body (2) in the horizontal plane based on the vehicle speed vector of the rail vehicle and the synthetic wind direction of the synthetic wind speed vector obtained by the wind speed vector, so that the leading edge of the body (2) is perpendicular to the synthetic wind direction.

3. The lift wing for a rail vehicle according to claim 1, wherein: The rotating assembly (12) comprises: a first motor (121) mounted on the lower side of the base (11); and A turntable (122) is connected to the body (2), and the first motor (121) drives the turntable (122) to rotate in a horizontal plane relative to the base (11) under the control of the control unit.

4. The lift wing for a rail vehicle according to claim 2, wherein: The control unit is further configured to control the pitch assembly (14) to drive the body (2) to swing up and down relative to the transverse vertical plane according to the synthetic wind speed of the synthetic wind speed vector, so that the lift wing generates a maximized lifting force; and to control the lifting assembly (13) to drive the pitch assembly (14) to move back and forth in the height direction according to the driving state of the rail vehicle.

5. The lifting wing for a rail vehicle according to claim 1, wherein: The lifting assembly (13) comprises: a first driving component (131) mounted on the rotating assembly (12); and A lifting mechanism (132) is mounted on the rotating assembly (12) and is connected to the first driving component (131) and the pitching assembly (14) respectively. The first driving component (131) drives the lifting mechanism (132) to expand or retract under the control of the control unit, so as to drive the body (2) to move back and forth in the height direction via the pitching assembly (14).

6. The lifting wing for a rail vehicle according to claim 5, wherein: The lifting mechanism (132) comprises: Two groups of connecting rod mechanisms (133) are mounted on the rotating assembly (12) facing each other, and the head and tail ends of each group of the connecting rod mechanisms (133) are respectively rotatably mounted on the rotating assembly (12) and form a deformable parallelogram with the rotating assembly (12). The head ends or tail ends facing each other of the two groups of the connecting rod mechanisms (133) are connected through the first driving component (131). The first driving component (131) drives the two groups of the connecting rod mechanisms (133) to swing synchronously in the longitudinal vertical plane under the control of the control unit, so that the body (2) moves back and forth in the height direction.

7. The lifting wing for a rail vehicle according to claim 6, wherein: Each group of the connecting rod mechanisms (133) includes a first connecting rod (1331), a second connecting rod (1332) and a third connecting rod (1333) which are rotatably connected at the head and tail ends. The head end of the first connecting rod (1331) and the tail end of the third connecting rod (1333) are rotatably connected to the rotating assembly (12) respectively.

8. The lifting wing for a rail vehicle according to claim 7, wherein: The first driving component (131) comprises: a second motor (1311), mounted on the rotating assembly (12); A first gear (1312) is mounted on the output end of the second motor (1311); A rotating shaft (1313), both ends of which are rotatably connected to the mutually facing head ends or tail ends of the two sets of connecting rod mechanisms (133); and The second gear (1314) is mounted on the rotating shaft (1313) and meshes with the first gear (1312), so that the second motor (1311) drives the rotating shaft (1313) to rotate under the control of the control unit, thereby driving the two sets of the connecting rod mechanisms (133) to swing.

9. The lift wing for a rail vehicle according to claim 1, wherein: The pitch assembly (14) further comprises: The second driving component (142) is mounted on the swing component (141) and is configured to drive the swing component (141) to swing in a longitudinal vertical plane.

10. The lift wing for a rail vehicle according to claim 1, wherein: The swing mechanism (1414) comprises: a base plate (1415) extending in a transverse direction and movably mounted on the lifting assembly (13); and A swing rod (1416) has one end passing through the base plate (1415) and the other end rotatably mounted on the bottom of the body (2). As the swing rod (1416) swings in a longitudinal vertical plane, the base plate (1415) moves back and forth linearly in the longitudinal direction relative to the lifting assembly (13).

11. The lifting wing for a rail vehicle according to claim 9, wherein: The second driving component (142) includes: Two support seats (1421) are installed on the bottom of the body (2) facing each other in the transverse direction; A rotating shaft (1422), both ends of which are rotatably mounted on the two support seats (1421); and The third motor (1423) is mounted on the rotating shaft (1422) and rotates through the rotating shaft (1422) to drive the swing rod (1416) to swing in the longitudinal vertical plane.

12. A rail vehicle comprising: Multiple carriages (4); as well as A plurality of lift wings for rail vehicles according to any one of claims 1 to 11, wherein at least one lift wing (5) is installed on the top of each carriage (4).

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