Lifting wing for a rail vehicle and rail vehicle

Abstract

The present disclosure provides a lift wing for a rail vehicle, comprising a support part mounted on a roof of the rail vehicle; a body mounted on a top of the support part, a cross section of the body in a longitudinal vertical plane is configured as a generally flat-convex airfoil shape with a straight bottom part and an upward convex, a distance between a side close to a front of the rail vehicle and the roof is greater than a distance between a side close to a rear of the rail vehicle and the roof; and two wind-resistance wings mounted on the top of the body in a transverse direction close to both ends, each of the wind-resistance wings is configured as a thin plate with a thickness gradually decreasing from a middle part to both ends in the longitudinal direction, so that during the rail vehicle running, an air flow flows along a top surface of the body between the two wind-resistance wings.

Description

TECHNICAL FIELD

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

[0002] With the continuous progress of rail vehicle technology, the operating mileage of high-speed railways and the number of high-speed trainsets in China account for more than two-thirds of the world. In order to continuously improve the safety and operational economy of high-speed trains under the premise of energy saving and consumption reduction, in the prior art, high-speed rail vehicles are based on the principle of suspension and abandon the train wheels. They cannot be applied to existing high-speed railways, and therefore a new line needs to be built, which is not economical for China with more than 35,000 kilometers of high-speed railways.

[0003] In order to solve the above technical problems, in the prior art, a lift wing is installed on the top of the rail vehicle, so that each rail vehicle car produces a large aerodynamic lift, achieving the purpose of energy saving and consumption reduction.

[0004] However, the existing lift wing for rail vehicles provides limited aerodynamic lift for the rail vehicles. SUMMARY

[0005] Therefore, the present disclosure provides a lift wing for a rail vehicle, so that the aerodynamic lift provided by the lift wing for the rail vehicle is improved.

[0006] According to a first aspect of the present disclosure, a lift wing for a rail vehicle is provided, comprising: a support portion installed on the roof of the rail vehicle; a body installed on the top of the support portion, the cross section of the body in the longitudinal vertical plane is configured as a generally flat-convex wing shape with a straight bottom and an upward protrusion, the distance between the bottom of the body near the side of the vehicle head and the roof is greater than the distance between the bottom of the body near the side of the vehicle tail and the roof; and two wind-blocking wings installed on the top of the body near both ends in the transverse direction and facing each other, each wind-blocking wing is configured as a thin plate with a thickness gradually decreasing from the middle to both ends in the longitudinal direction, so that during the travel of the rail vehicle, the airflow flows along the top surface of the body between the two wind-blocking wings.

[0007] According to an embodiment of the present disclosure, the cross section of the wind-blocking wing in the horizontal plane is generally elliptical.

[0008] According to an embodiment of the present disclosure, the cross section of the wind-blocking wing in the horizontal plane is generally a flat-convex wing shape, and the convex portions of the two wind-blocking wings are arranged facing each other.

[0009] According to the embodiment of the present disclosure, the chord length of the body is 1.4-1.6m, and the span length of the body is 2.0-2.4m.

[0010] According to the embodiment of the present disclosure, the area of the section of the wind-resisting wing in the horizontal plane is 0.05-0.06m 2 .

[0011] According to the embodiment of the present disclosure, the thickness of the middle part of the wind-resisting wing is 50-60mm.

[0012] According to the embodiment of the present disclosure, the top surface of the wind-resisting wing is parallel to the horizontal plane, and the bottom surface of the wind-resisting wing cooperates with the top surface of the body to reduce the drag force generated by the tip vortex formed on the body during the running of the rail vehicle.

[0013] According to the embodiment of the present disclosure, the height of the wind-resisting wing near the front side of the vehicle is 45-50mm, and the height of the wind-resisting wing near the rear side of the vehicle is 85-95mm.

[0014] According to the embodiment of the present disclosure, the two wind-resisting wings are symmetrically installed on the top of the body with respect to the axis of the body extending in the longitudinal direction, and during the airflow flowing through the area between the two wind-resisting wings, the moment that causes the rail vehicle to roll in the lateral vertical plane is avoided.

[0015] According to the embodiment of the present disclosure, the support part is configured to enable the body to reciprocate in the height direction, and / or, to rotate in the horizontal plane, and / or, to swing up and down relative to the lateral vertical plane, so as to adjust the posture of the body.

[0016] The 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-mentioned embodiments of the present disclosure, at least one of the lift wings being installed on each of the carriages.

[0017] According to the lift wing for rail vehicle of the above-mentioned embodiments of the present disclosure, two wind-resisting wings are installed on the top of the body facing each other near the positions of the two ends in the lateral direction, each of the wind-resisting wings is configured as a thin plate with the thickness gradually decreasing from the middle part to the two ends in the longitudinal direction, so that during the running of the rail vehicle, the airflow flows along the top surface of the body between the two wind-resisting wings, to prevent the airflow located at the lower part of the body from flowing to the upper part of the body by the wind-resisting wings, thereby generating the lift force for lifting the body. BRIEF DESCRIPTION OF DRAWINGS

[0018] Figure 1 is a perspective view of the lift wing for rail vehicle of the embodiment of the present disclosure and the rail vehicle;

[0019] Figure 2is a perspective view of the support part, the body and the wind-resisting wing of the lift wing for the rail vehicle according to the embodiment of the present disclosure;

[0020] Figure 3 is a side view of the support part, the body and the wind-resisting wing of the lift wing for the rail vehicle according to the embodiment of the present disclosure;

[0021] Figure 4 is a top view of the support part, the body and the wind-resisting wing of the lift wing for the rail vehicle according to the embodiment of the present disclosure;

[0022] Figure 5 is a schematic view of the relationship between the wind speed vector and the vehicle speed vector during the driving of the rail vehicle;

[0023] Figure 6 is a perspective view of the support part and the body of the lift wing for the rail vehicle according to the embodiment of the present disclosure from a first perspective;

[0024] Figure 7 is a perspective view of the support part and the body of the lift wing for the rail vehicle according to the embodiment of the present disclosure from a second perspective;

[0025] Figure 8 is a perspective view of the support part and the body of the lift wing for the rail vehicle according to the embodiment of the present disclosure from a third perspective;

[0026] Figure 9 is a perspective view of the support part and the body of the lift wing for the rail vehicle according to the embodiment of the present disclosure from a fourth perspective;

[0027] Figure 10 is a side view of the lift wing for the rail vehicle according to the embodiment of the present disclosure; and

[0028] Figure 11 is a top view of the lift wing for the rail vehicle according to the embodiment of the present disclosure.

[0029] In the drawings:

[0030] 1 - support part;

[0031] 11 - base;

[0032] 12 - rotating assembly; 121 - first motor; 122 - rotating disc;

[0033] 13 - lifting assembly;

[0034] 131 - first driving part; 1311 - second motor; 1312 - first gear; 1313 - rotating shaft; 1314 - second gear;

[0035] 132 - lifting part;

[0036] 133 - linkage mechanism; 1331 - first link; 1332 - second link; 1333 - third link;

[0037] 134 - reinforcing rod;

[0038] 14 - tilting assembly;

[0039] 141 - swinging member; 1411 - support frame; 1412 - base; 1413 - support arm; 1414 - swinging mechanism; 1415 - base plate; 1416 - swinging rod;

[0040] 142 - second driving member; 1421 - support seat; 1422 - rotating shaft; 1423 - third motor;

[0041] 15 - adjusting assembly;

[0042] 2 - body;

[0043] 3 - wind deflector;

[0044] 4 - carriage;

[0045] 5 - lift wing. DETAILED DESCRIPTION

[0046] In order to make the objects, technical solutions and advantages of the present disclosure clearer, the following will further describe the present disclosure with specific embodiments and with reference to the drawings.

[0047] However, it should be understood that the description is only exemplary, and is not intended to limit the scope of the present disclosure. In the following detailed description, many specific details are set forth in order to provide a thorough understanding of the embodiments of the present disclosure. However, it is apparent that one or more embodiments can be practiced without these specific details. In addition, in the following description, descriptions of well-known structures and techniques are omitted to avoid unnecessarily obscuring the concept of the present disclosure.

[0048] The terms used herein are only intended to describe specific embodiments, and are not intended to limit the present disclosure. The terms "include", "contain" and the like used herein indicate the presence of the described features, steps, operations and / or components, but do not exclude the presence or addition of one or more other features, steps, operations or components.

[0049] All terms used herein (including technical and scientific terms) have meanings commonly understood by one of ordinary skill in the art, unless otherwise defined. It should be noted that the terms used herein should be interpreted to have meanings consistent with the context of the present specification, and should not be interpreted in an idealized or overly formal manner.

[0050] According to the inventive concept of one aspect of the present disclosure, a lift wing for a rail vehicle is provided, comprising: a support portion mounted on a roof of the rail vehicle; a body portion mounted on a top of the support portion, a cross section of the body portion in a longitudinal vertical plane is configured as a substantially flat-convex airfoil shape with a straight bottom portion and an upward convex portion, a distance between the bottom portion of the body portion near a front side of the rail vehicle and the roof is greater than a distance between the bottom portion near a rear side of the rail vehicle and the roof. Two wind-resistance wings are mounted on the top of the body portion near both ends in a transverse direction, each of the wind-resistance wings is configured as a thin plate with a thickness gradually decreasing from a middle portion to both ends in the longitudinal direction, so that during running of the rail vehicle, air flows along a top surface of the body portion between the two wind-resistance wings to prevent air flow at a lower portion of the body portion from flowing to an upper portion of the body portion by the wind-resistance wings, thereby generating lift of the body portion.

[0051] Figure 1 is a perspective view of a lift wing for a rail vehicle according to an embodiment of the present disclosure and a rail vehicle on which the lift wing is mounted; Figure 2 is a perspective view of a support portion, a body portion and two wind-resistance wings of a lift wing for a rail vehicle according to an embodiment of the present disclosure and a rail vehicle on which the lift wing is mounted; Figure 3 is a side view of a support portion, a body portion and two wind-resistance wings of a lift wing for a rail vehicle according to an embodiment of the present disclosure and a rail vehicle on which the lift wing is mounted; Figure 4 is a top view of a support portion, a body portion and two wind-resistance wings of a lift wing for a rail vehicle according to an embodiment of the present disclosure and a rail vehicle on which the lift wing is mounted.

[0052] According to the exemplary embodiments of the present disclosure, please refer to Figures 1-4 , a lift wing for a rail vehicle is provided, comprising a support portion 1, a body portion 2 and two wind-resistance wings 3. The support portion 1 is mounted on a roof of the rail vehicle. The body portion 2 is mounted on a top of the support portion 1, a cross section of the body portion 2 in a longitudinal vertical plane is configured as a substantially flat-convex airfoil shape with a straight bottom portion and an upward convex portion, a distance between the bottom portion of the body portion 2 near a front side of the rail vehicle and the roof is greater than a distance between the bottom portion near a rear side of the rail vehicle and the roof. The two wind-resistance wings 3 are mounted on the top of the body portion 2 near both ends in a transverse direction, each of the wind-resistance wings 3 is configured as a thin plate with a thickness gradually decreasing from a middle portion to both ends in the longitudinal direction, so that during running of the rail vehicle, air flows along a top surface of the body portion 2 between the two wind-resistance wings 3 to prevent air flow at a lower portion of the body portion 2 from flowing to an upper portion of the body portion 2 by the wind-resistance wings.

[0053] In the present embodiment, by mounting two mutually facing wind-resistance wings 3 on the top of the body portion 2 near both ends in a transverse direction, each of the wind-resistance wings 3 is configured as a thin plate with a thickness gradually decreasing from a middle portion to both ends in the longitudinal direction, so that during running of the rail vehicle, air flows along a top surface of the body portion 2 between the two wind-resistance wings 3, thereby improving lift characteristics of the rail vehicle and achieving the purpose of energy saving and consumption reduction.

[0054] It should be noted that in the embodiment, the wind spoiler 3 weakens the strength of the wing tip vortex and increases the lift, and the two wind spoilers 3 are arranged on the top of the body 2 in a transverse direction close to the two ends to improve the effect of weakening the strength of the wing tip vortex.

[0055] In some example embodiments, with reference to Figures 2-4 , the cross section of the wind spoiler 3 in the horizontal plane is approximately elliptical.

[0056] Through the above arrangement, the wind spoiler 3 effectively guides the incoming airflow and can weaken the flow separation of the airflow at the position of flowing out of the body 2, thereby reducing the influence of the wind spoiler 3 on the flow field of the body 2.

[0057] In some example embodiments, the cross section of the wind spoiler 3 in the horizontal plane is approximately a flat convex airfoil shape, and the convex portions of the two wind spoilers 3 are arranged facing each other.

[0058] It should be noted that in the embodiment, the cross section of the wind spoiler 3 in the horizontal plane can also be arranged to be approximately a flat convex airfoil shape, and the convex portions of the two wind spoilers 3 are arranged facing each other to effectively guide the incoming airflow and can weaken the flow separation of the airflow at the position of flowing out of the body 2, thereby reducing the influence of the wind spoiler 3 on the flow field of the body 2.

[0059] In some example embodiments, with reference to Figure 3 , the chord length L1 of the body 2 is 1.4-1.6m, and the wing span length L2 of the body 2 is 2.0-2.4m.

[0060] In some example embodiments, with reference to Figure 2 and Figure 4 , the area of the cross section of the wind spoiler 3 in the horizontal plane is 0.05-0.06m 2 .

[0061] It should be noted that in the embodiment, if the area of the cross section of the wind spoiler 3 in the horizontal plane is too large, it will bring greater resistance, and the lift-drag ratio of the body 2 will decrease. If the area of the cross section of the wind spoiler 3 in the horizontal plane is too small, the structural strength of the wind spoiler 3 is not enough.

[0062] In some example embodiments, with reference to Figure 2 and Figure 4 , the thickness D of the middle part of the wind spoiler 3 is 50-60mm.

[0063] It should be noted that in the embodiment, the thickness D of the middle part of the wind spoiler 3 is preferably 55mm. If the thickness of the middle part of the wind spoiler 3 is too large, it will bring greater resistance. If the thickness of the middle part of the wind spoiler 3 is too small, the structural strength of the wind spoiler 3 is not enough and is prone to flutter.

[0064] In some example embodiments, referring to Figure 2 and Figure 3 , the top surface of the spoiler 3 is parallel to the horizontal plane, and the bottom surface of the spoiler 3 cooperates with the top surface of the body 2 to reduce the drag force generated by the tip vortex formed on the body 2 during the running of the rail vehicle.

[0065] In some example embodiments, referring to Figures 1-3 , the height H1 of the spoiler 3 near the front side of the vehicle is 45-50 mm, and the height H2 of the spoiler 3 near the rear side of the vehicle is 85-95 mm.

[0066] It should be noted that the height H1 of the spoiler 3 near the front side of the vehicle is preferably 48 mm, and the height H2 of the spoiler 3 near the rear side of the vehicle is preferably 90 mm. The spoiler 3 reduces the induced drag by weakening the strength of the tip vortex. If H1 and H2 are too large, it will increase the additional drag. If H1 and H2 are too small, the effect of reducing the induced drag is lost.

[0067] In some example embodiments, referring to Figure 2 and Figure 4 , the two spoilers 3 are symmetrically mounted on the top of the body 2 about the axis of the body 2 extending in the longitudinal direction, and during the airflow passing through the area between the two spoilers 3, the moment that causes the rail vehicle to roll in the lateral vertical plane is avoided.

[0068] Figure 6 is a perspective view of the first view of the support part of the lifting wing for the rail vehicle of the embodiment of the present disclosure and the body installation.

[0069] In some example embodiments, referring to Figure 6 , the support part 1 is configured to enable the body 2 to reciprocate in the height direction, and / or, rotate in the horizontal plane, and / or, swing up and down relative to the lateral vertical plane, so as to adjust the posture of the body 2, so as to adapt to different driving conditions of the rail vehicle, so that the lift provided by the lifting wing for the rail vehicle is further improved, and the driving safety is ensured.

[0070] Figure 5 is a schematic view of the relationship between the wind speed vector and the vehicle speed vector during the running of the rail vehicle.

[0071] In some example embodiments, referring to Figure 1 , Figure 5 and Figure 6 , the lifting wing for the rail vehicle further comprises a control part. The control part is configured to control the action of the support part 1 according to the vehicle speed vector of the rail vehicle and the wind speed vector, so as to adjust the posture of the body 2 relative to the roof of the rail vehicle.

[0072] In the embodiment, the support part 1 is installed on the roof of the rail vehicle, and the body 2 is installed on the top of the support part 1. The control part controls the support part 1 to act according to the speed vector of the rail vehicle and the wind speed vector, so as to adjust the posture of the body 2 relative to the roof of the rail vehicle, so that the rail vehicle is adapted to the environmental working condition in the process of high-speed driving, so as to improve the lifting force of the lifting wing on the rail vehicle.

[0073] In some example embodiments, referring to Figure 1 , Figure 5 and Figure 6 , the control part controls the support part 1 to adjust the rotation angle of the body 2 in the horizontal plane according to the resultant wind direction of the resultant wind speed vector obtained according to 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 resultant wind direction.

[0074] In the embodiment, when the rail vehicle encounters a large wind (i.e. the size of the wind speed vector is large) in the process of driving, the control part controls the support part 1 to adjust the rotation angle of the body 2 in the horizontal plane according to the resultant wind direction of the resultant wind speed vector obtained according to 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 resultant wind direction, and the body 2 is rotated in the horizontal plane to the direction of the large wind.

[0075] In some example embodiments, referring to Figure 6 , the support part 1 includes a base 11 and a rotating assembly 12. The base 11 is installed on the top of the rail vehicle. The rotating assembly 12 is installed on the base 11 and connected with the body 2, and is configured to drive the body 2 to rotate in the horizontal plane under the control of the control part.

[0076] Through the above setting mode, the control part controls the rotating assembly 12 to drive the body 2 to rotate in the horizontal plane to meet the technical needs of adjusting 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.

[0077] In some example embodiments, referring to Figure 6 , the rotating assembly 12 includes a first motor 121 and a turntable 122. The first motor 121 is installed on the lower side of the base 11. The turntable 122 is connected with the body 2, and the first motor 121 drives the turntable 122 to rotate in the horizontal plane relative to the base 11 under the control of the control part.

[0078] Through the above setting mode, the first motor 121 drives the turntable 122 to rotate in the horizontal plane relative to the base 11 under the control of the control part, so as to adjust the rotation angle of the body 2 in the horizontal plane.

[0079] In some example embodiments, referring to Figure 6The support part 1 further comprises an adjusting assembly 15. One end of the adjusting assembly 15 is mounted on the rotating assembly 12 to rotate with the rotating assembly 12, and the other end is rotatably connected with the body 2 and 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 part.

[0080] Through the above arrangement, under the control of the control part, the body 2 can be driven to swing up and down relative to the horizontal vertical plane and / or to reciprocate in the height direction by the adjusting assembly 15 while rotating with the rotating assembly 12.

[0081] Figure 7 is a perspective view of the support part and the body installation of the lifting wing for the rail vehicle according to the second view of the embodiment of the present disclosure; Figure 8 is a perspective view of the support part and the body installation of the lifting wing for the rail vehicle according to the third view of the embodiment of the present disclosure.

[0082] In some exemplary embodiments, with reference to Figures 6-8 The adjusting assembly 15 comprises a lifting assembly 13 and a pitching assembly 14. The first end of the lifting assembly 13 is mounted on the rotating assembly 12 to rotate with the rotating assembly 12. One end of the pitching assembly 14 is rotatably connected with the body 2. The control part 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 resultant wind speed of the resultant wind speed vector, so that the lifting wing generates the maximum lifting force; and control the lifting assembly 13 to drive the pitching assembly 14 to reciprocate in the height direction according to the running state of the rail vehicle.

[0083] In this embodiment, when encountering an environment working condition of strong wind (i.e. the rate of the wind speed vector is large) during the running of the rail vehicle, the control part can further control the pitching assembly 14 to drive the body 2 to swing up and down relative to the horizontal vertical plane according to the resultant wind speed of the resultant wind speed vector, so as to adjust the pitch angle of the body 2. At the same time of reducing the aerodynamic load of strong wind, improving the running safety of the train in strong wind environment and making the lifting wing generate the maximum lifting force, the lifting wing generates the maximum lifting force. In this process, the body 2 swings downward relative to the horizontal vertical plane from the horizontal state, and when the rate of the resultant wind speed vector decreases, the pitch angle of the body 2 is large, and when the rate of the resultant wind speed vector increases, the pitch angle of the body 2 is small.

[0084] Further, when the track vehicle is running in a windless environment, the main function of the lift wing is to generate upward lift, which is equivalent to reducing the weight of the train, thereby reducing the impact of the train on the track. At this time, the control part mainly controls the pitching movement of the body 2. In this process, the body 2 swings upward from the horizontal state to the vertical transverse plane. The lift generated by the body 2 is related to the pitch angle of the body 2 and the speed of the track vehicle, that is, as the pitch angle increases, the lift generated by the body 2 increases, and as the speed of the track vehicle decreases, the lift generated by the body 2 decreases. Therefore, in order to generate a considerable lift, the pitch angle of the body 2 is larger when the speed is lower, and the pitch angle of the body 2 is smaller when the speed is higher.

[0085] In some example embodiments, with reference to Figures 6-8 , the lifting assembly 13 includes a first driving component 131 and a lifting mechanism 132. The first driving component 131 is installed on the rotating assembly 12. The lifting mechanism 132 is installed on the rotating assembly 12 and is connected with the first driving component 131 and the pitching assembly 14 respectively. The first driving component 131 drives the lifting mechanism 132 to expand or contract under the control of the control part, so as to drive the body 2 to move reciprocally in the height direction through the pitching assembly 14.

[0086] Through the above setting mode, under the control of the control part, the first driving component 131 drives the lifting mechanism 132 to expand, so as to drive the body 2 to rise in the height direction through the pitching assembly 14; or drives the lifting mechanism 132 to contract, so as to drive the body 2 to lower in the height direction through the pitching assembly 14.

[0087] In some example embodiments, with reference to Figures 6-8 , the lifting component 132 includes two sets of linkage mechanisms 133. The two sets of linkage mechanisms 133 are installed on the rotating assembly 12 and face each other. The first end and the tail end of each set of linkage mechanisms 133 are rotatably installed on the rotating assembly 12 and form a deformable parallelogram with the rotating assembly 12. The facing first ends or tail ends of the two sets of linkage mechanisms 133 are connected by the first driving component 131. The first driving component 131 drives the two sets of linkage mechanisms 133 to swing synchronously in the longitudinal vertical plane under the control of the control part, so that the body 2 moves reciprocally in the height direction.

[0088] Through the above setting mode, under the control of the control part, the first driving component 131 drives the two sets of linkage mechanisms 133 to swing, so that the linkage mechanisms 133 expand or contract, to drive the body 2 to move reciprocally in the height direction.

[0089] In some example embodiments, with reference to Figures 6-8Each set of linkage mechanisms 133 comprises a first linkage 1331, a second linkage 1332 and a third linkage 1333 rotatably connected end to end, and the first linkage 1331 and the third linkage 1333 are rotatably connected to the rotating assembly 12 at their respective first ends and second ends.

[0090] It should be noted that in the present embodiment, the lifting component 132 further comprises a reinforcing rod 134. The reinforcing rod 134 extends in the transverse direction, and the two ends of the reinforcing rod 134 are connected to the two sets of linkage mechanisms 133 respectively to reinforce the bonding strength between the two sets of linkage mechanisms 133, thereby enhancing the stability of the two sets of linkage mechanisms 133 during swinging.

[0091] In some example embodiments, with reference to Figure 7 , the first driving component 131 comprises 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 rotating shaft 1313 is rotatably connected to the mutually facing first ends or second ends of the two sets of linkage mechanisms 133 at its respective two ends. The second gear 1314 is mounted on the rotating shaft 1313 and is engaged 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 linkage mechanisms 133 to swing.

[0092] Through 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 through the second gear 1314, thereby driving the two sets of linkage mechanisms 133 to swing.

[0093] Figure 9 is a fourth perspective view of the support part and the body installation of the lifting wing for the rail vehicle according to the embodiment of the present disclosure; Figure 10 is a side view of the lifting wing for the rail vehicle according to the embodiment of the present disclosure; Figure 11 is a top view of the lifting wing for the rail vehicle according to the embodiment of the present disclosure.

[0094] In some example embodiments, with reference to Figures 8-11 , the pitching assembly 14 comprises a swinging component 141 and a second driving component 142. The swinging component 141 is mounted at one end on the lifting assembly 13 and is rotatably connected at the other end to the body 2. The second driving component 142 is mounted on the swinging component 141 and is configured to drive the swinging component 141 to swing in the longitudinal vertical plane.

[0095] Through the above arrangement, the second driving component 142 drives the swinging component 141 to swing in the longitudinal vertical plane, thereby driving the body 2 to swing up and down relative to the transverse vertical plane, thereby adjusting the pitch angle of the body 2.

[0096] In some example embodiments, referring to Figures 8-9 The swing component 141 includes a support frame 1411 and a swing mechanism 1414. The support frame 1411 is configured as a substantially U-shaped frame, which includes a base 1412 mounted on the lifting assembly 13 and two support arms 1413 formed on the base 1412 and extending in the height direction, the two ends of each support arm 1413 away from the base 1412 are 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 during the reciprocating movement of the swing mechanism 1414 relative to the lifting assembly 13 in the longitudinal direction, the body 2 is driven to swing up and down relative to the transverse vertical plane.

[0097] It should be noted that in this embodiment, the two ends of the base 1412 of the support frame 1411 extending in the transverse direction are respectively mounted on the two sets of linkage mechanisms 133, and the two support arms 1413 are respectively hinged to the bottom of the body 2, and the swing mechanism 1414 is movably mounted on the two sets of linkage mechanisms 133, so that as the swing mechanism 1414 swings up and down relative to the transverse vertical plane, the body 2 swings up and down relative to the transverse vertical plane.

[0098] In some example embodiments, referring to Figures 8-9 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. The swing rod 1416 passes through the base plate 1415 at one end and is rotatably mounted on the bottom of the body 2 at the other end, and as the swing rod 1416 swings in the longitudinal vertical plane, the base plate 1415 reciprocates linearly relative to the lifting assembly 13 in the longitudinal direction.

[0099] It should be noted that in this embodiment, the two ends of the base plate 1415 extending in the transverse direction are respectively movably mounted on the two sets of linkage mechanisms 133. As the swing rod 1416 swings in the longitudinal vertical plane, the base plate 1415 reciprocates linearly relative to the two sets of linkage mechanisms 133 in the longitudinal direction to change the length of the portion of the swing rod 1416 above the base plate 1415 in the height direction, thereby driving the body 2 to swing up and down relative to the transverse vertical plane to adjust the pitch angle of the body 2.

[0100] In some example embodiments, referring to Figures 8-9The second driving component 142 comprises two support seats 1421, a rotating shaft 1422 and a third motor 1423. The two support seats 1421 are installed on the bottom of the body 2 in a transverse direction and face each other. The rotating shaft 1422 is rotatably installed on the two support seats 1421 at both ends. The third motor 1423 is installed on the rotating shaft 1422 and rotates the rotating shaft 1422 to drive the swing rod 1416 to swing in a vertical longitudinal plane.

[0101] Through the above arrangement, the third motor 1423 drives the rotating shaft 1422 to rotate to drive the swing rod 1416 to swing in a vertical longitudinal plane.

[0102] It should be noted that in the 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.

[0103] According to the exemplary embodiments of the present disclosure, please refer to Figure 1 An rail vehicle is provided, comprising a plurality of carriages 4 and a plurality of lift wings 5 for rail vehicles as described in the above embodiments. At least one lift wing 5 is installed on each carriage 4.

[0104] It should be noted that in the embodiment, three lift wings 5 are installed on the top of the first and last carriages 4 of the rail vehicle, and the top of the carriage 4 where the pantograph is installed, and four lift wings 5 are installed on the top of the remaining carriages 4.

[0105] So far, the embodiments of the present disclosure have been described in detail with reference to the accompanying drawings. It should be noted that the implementation modes not shown or described in the drawings or the specification are known to those skilled in the art, and are not described in detail. In addition, the definition of each component described above is not limited to the various specific structures, shapes or modes mentioned in the embodiments, and can be simply changed or replaced by those skilled in the art.

[0106] Those skilled in the art can understand that the features described in various embodiments and / or claims of the present disclosure can be combined and / or integrated in various combinations, even if such combinations or integrations are not explicitly described in the present disclosure. In particular, the features described in various embodiments and / or claims of the present disclosure can be combined and / or integrated in various combinations without departing from the spirit and teachings of the present disclosure. All these combinations and / or integrations fall within the scope of the present disclosure.

[0107] The above-described specific embodiments further illustrate the purpose, technical solutions and beneficial effects of the present disclosure, and it should be understood that the above-described specific embodiments are merely specific embodiments of the present disclosure and are not intended to limit the present disclosure. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present disclosure shall be included in the protection scope of the present disclosure.

Claims

1. A lift wing for a rail vehicle, comprising: a support part (1) mounted on a roof of the rail vehicle; a body (2) mounted on a top of the support part (1), a cross section of the body (2) in a longitudinal vertical plane being configured as a generally flat-convex airfoil shape with a straight bottom, a distance between a side near a front of the rail vehicle and the roof being greater than a distance between a side near a rear of the rail vehicle and the roof; and two wind-resistance wings (3) mounted on a top of the body (2) near two ends in a transverse direction, each of the wind-resistance wings (3) being configured as a thin plate with a thickness gradually decreasing from a middle part to the two ends in the longitudinal direction, so that during travel of the rail vehicle, an air flow flows along a top surface of the body (2) between the two wind-resistance wings (3). The support part (1) further comprises an adjusting assembly (15), the adjusting assembly (15) comprising a lifting assembly (13) and a pitching assembly (14), the pitching assembly (14) comprising a swing part (141) and a second driving part (142), the swing part (141) comprising: a support frame (1411) configured as a generally U-shaped frame, the support frame (1411) comprising a base (1412) mounted on the lifting assembly (13), and two support arms (1413) formed on the base (1412) and extending in a height direction, the two support arms (1413) being opposite to each other in the transverse direction, each of the support arms (1413) being rotatably mounted on a bottom of the body (2) at an end away from the base (1412); a swing mechanism (1414) 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 during reciprocating movement of the swing mechanism (1414) relative to the lifting assembly (13) in the longitudinal direction, the body (2) is swung up and down relative to a transverse vertical plane.

2. The lift wing for a rail vehicle of claim 1, wherein, A cross section of the wind-resistance wing (3) in a horizontal plane is generally elliptical.

3. The lifting wing for a rail vehicle according to claim 1, wherein, A cross section of the wind-resistance wing (3) in the horizontal plane is generally a flat-convex airfoil shape, convex parts of the two wind-resistance wings (3) being opposite to each other.

4. The lifting wing for a rail vehicle according to any one of claims 1-3, wherein, A chord length of the body (2) is 1.4-1.6 m, and a wing span length of the body (2) is 2.0-2.4 m.

5. The lifting wing for a rail vehicle according to claim 4, wherein, An area of the cross section of the wind-resistance wing (3) in the horizontal plane is 0.05-0.06 m2.

6. The lift wing for a rail vehicle of claim 4, wherein, A thickness of a middle part of the wind-resistance wing (3) is 50-60 mm.

7. The lifting wing for a rail vehicle of claim 1, wherein, A top surface of the wind-resistance wing (3) is parallel to the horizontal plane, and a bottom surface of the wind-resistance wing (3) cooperates with the top surface of the body (2) to reduce a drag force generated by a tip vortex formed on the body (2) during travel of the rail vehicle.

8. The lifting wing for a rail vehicle according to claim 7, wherein, A height of the wind-resistance wing (3) near the front of the rail vehicle is 45-50 mm, and a height of the wind-resistance wing (3) near the rear of the rail vehicle is 85-95 mm.

9. The lifting wing for a rail vehicle of claim 1, wherein, The two said spoilers (3) are symmetrically mounted on the top of the body (2) about an axis extending in the longitudinal direction of the body (2), avoiding the generation of a moment that makes the rail vehicle roll in the transverse vertical plane during the flow of the air current through the area between the two said spoilers (3).

10. The lift wing for a rail vehicle of claim 1, wherein, The support part (1) is configured to enable the body (2) to reciprocate in the height direction, and / or, to rotate in the horizontal plane, and / or, to swing up and down relative to the transverse vertical plane, to adjust the posture of the body (2).

11. A rail vehicle comprising: a plurality of carriages (4); and a plurality of lift wings (5) for rail vehicles according to any one of claims 1-10, at least one of said lift wings (5) being mounted on each of the carriages (4).

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