High-speed train cavity area turbulent flow structure

Abstract

The invention relates to the technical field of train spoilers, in particular to a high-speed train cavity-like area spoiler structure which is installed between two train bodies and located in a cavity-like area formed by two vertically-distributed train apron boards installed at the ends of the train bodies. Airflow generated on the two sides of the cavity-like area in the advancing process is disturbed, and aerodynamic noise of related areas of a steward room is reduced; the high-speed train cavity area turbulent flow structure has the beneficial effects that the turbulent flow structure is composed of the two sets of turbulent flow plates, and each set of turbulent flow plates comprises the two L-shaped turbulent flow plates fixed to the ends of the two train apron boards respectively. By means of the design, the spoiler can effectively disturb airflow generated on the two sides of the cavity-like area in the advancing process, and therefore aerodynamic noise is reduced.

Description

Technical Field

[0001] The invention relates to the field of train spoilers, in particular to a spoiler structure in a cavity-like area of ​​a high-speed train. Background Art

[0002] During the operation of high-speed trains, due to the design of the train body and the influence of the external environment, cavity-like structures will be formed in certain areas of the train body. These cavity-like structures will generate strong aerodynamic noise when the train is running at high speed, especially in related areas such as the crew room. The noise problem is particularly prominent. Aerodynamic noise not only affects the comfort of crew members and passengers, but may also interfere with the normal operation of train equipment.

[0003] Traditional noise reduction methods mainly focus on the application of sound insulation materials and sound insulation structures, but for the aerodynamic noise generated in the cavity-like area, simple sound insulation materials and structures are often ineffective. Therefore, a structural design that can effectively reduce the aerodynamic noise in the cavity-like area is needed. Summary of the invention

[0004] The object of the present invention is to provide a spoiler structure in a cavity-like area of ​​a high-speed train to solve the problems raised in the above-mentioned background technology.

[0005] To achieve the above-mentioned purpose, the present invention provides the following technical solutions: a spoiler structure for a cavity-like area of ​​a high-speed train, wherein the spoiler structure is installed between two train bodies, and the spoiler structure is located in a cavity-like area formed between two groups of train skirts installed at the ends of the train bodies and distributed vertically. During the operation of the train body, the spoiler structure disturbs the airflow generated on both sides of the cavity-like area during the movement, thereby reducing the aerodynamic noise in the relevant areas of the crew room.

[0006] Preferably, the spoiler structure is provided with two groups, and the two groups of spoiler structures are distributed at both ends of the cavity-like area. Each group of spoiler structures includes two spoiler plates, and the two spoiler plates are respectively fixed at the ends of two train skirts. The spoiler plate is an "L"-shaped plate structure, and the two spoiler plates are symmetrically distributed about the cavity-like area.

[0007] Preferably, the outer corner of the bending area of ​​the spoiler is located inside the cavity-like area, and a triangular prism-shaped spoiler area is formed between the inner corner of the spoiler and the upper and lower sets of train skirts.

[0008] Preferably, one end of the spoiler is fixed to the end of the train skirt, and an anti-folding reinforcement component is provided at the positive corner of the spoiler to improve the anti-folding ability of the bending part of the spoiler, and one side of the anti-folding reinforcement component is installed at the end of the train skirt.

[0009] Preferably, the anti-folding reinforcement component includes a connecting plate, a traction plate arranged on the connecting plate, and an angle plate. The connecting plate is in an "L"-shaped plate structure. A plurality of reserved holes are formed on the surface of one plate body of the connecting plate. Bolts pass through the inside of the reserved holes and are fixed at the end of the train skirt, fixing the connecting plate on the train skirt. An assembly groove is formed on the other plate body of the connecting plate. The traction plate is in an "L"-shaped plate structure. One end of the traction plate is welded in the assembly groove. There are two traction plates, and the angle plate is fixed between the two traction plates.

[0010] Preferably, the inner corner of the traction plate buckles on the outer corner of the spoiler. The distance between the top surface of one traction plate and the bottom surface of the other traction plate is equal to the height of the spoiler. The inner corner of the angle plate buckles at the outer corner of the spoiler.

[0011] Preferably, connection components are arranged on the top surface of one traction plate and the bottom surface of the other traction plate for connecting the traction plate and the spoiler.

[0012] Preferably, the connection component includes a limit plate and a screw that penetrates the limit plate and is inserted into the surface of the spoiler. The limit plate is in an "L"-shaped plate structure. The spoiler is clamped between the two limit plates. A screw hole is formed on the surface of the limit plate. One end of the screw penetrates the screw hole and is inserted into the positioning hole. The positioning hole is formed on the surface of the spoiler.

[0013] Preferably, a limit frame is slidably connected to the surface of the limit plate for limiting the screw. A chute is formed on the surface of the limit plate. The chute is in a "convex"-shaped groove. There are two chutes, which are symmetrically distributed about the screw hole. The width of the chute is smaller than the plate width of the limit plate. A sliding plate is slidably connected inside the chute. The sliding plate is in a "convex"-shaped block. The limit frame is in a "匚"-shaped plate structure. The two sliding plates are integrally formed at the bottom ends of the two parallel side plates of the limit frame respectively.

[0014] Preferably, a stop block is fixed at one end of the chute. A positioning plug is fixed on the surface of the stop block. The positioning plug is in a cylindrical structure. After the limit frame covers the end of the screw, the positioning plug is inserted into the card slot. The card slot is in a spherical groove and is formed on the surface of the sliding plate. A rubber sleeve is sleeved and fixed at the end of the positioning plug away from the stop block. The positioning plug is in a spherical sleeve, and the rubber sleeve is inserted into the card slot. The diameter of the rubber sleeve is larger than the diameter of the card slot.

[0015] Compared with the prior art, the beneficial effects of the present invention are: The spoiler structure in the cavity area of the high-speed train proposed by the present invention is composed of two groups of spoilers. Each group of spoilers includes two "L"-shaped spoilers respectively fixed at the ends of the two train skirts. This design enables the spoiler to effectively disturb the airflow generated on both sides of the cavity area during the traveling process, thereby reducing the aerodynamic noise. Description of the Drawings Figure 1 This is a schematic diagram of the structure of the spoiler of the present invention installed behind the train body; Figure 2 This is a schematic diagram of the structure of the present invention after two spoilers are distributed between two train bodies; Figure 3 It is a schematic diagram of the structure of the spoiler and the traction plate of the present invention; Figure 4 for Figure 3 A schematic diagram of the structure enlargement in the middle; Figure 5 for Figure 3 Schematic diagram of the back structure of the middle structure; Figure 6 for Figure 5 A magnified schematic diagram of the structure at B in the middle; Figure 7 It is a schematic diagram of the connection structure of the connection plate and the traction plate of the present invention; Figure 8 for Figure 7 Top view of the structure; Fig. 9 for Figure 8 Structural cross-section view at the middle BB; Fig.10 for Fig. 9 A magnified schematic diagram of the structure at C in the middle; Fig.11 It is a schematic diagram of the structure of the limiting frame of the present invention; Fig.12 It is a schematic diagram of the block structure of the present invention; Fig.13 for Figure 3 Front view of the middle structure; Fig.14 for Fig.13 Structural cross-section view at CC; Fig.15 for Fig.14 A magnified schematic diagram of the structure at D in the middle; Fig.16 It is a schematic diagram of the structure of the limiting plate of the present invention; Fig.17 It is a schematic diagram for comparing the sound pressure level spectrum diagram of the present invention.

[0016] In the figure: train body 1, train skirt 2, spoiler 3, connecting plate 4, reserved hole 5, assembly groove 6, traction plate 7, angle plate 8, limit plate 9, screw hole 10, positioning hole 11, screw 12, slide groove 13, slide plate 14, limit frame 15, rubber clamp 16, finger groove 17, stopper 18, positioning plug 19, card slot 20, rubber sleeve 21. DETAILED DESCRIPTION

[0017] In order to make the purpose and technical solution of the present invention clearly and completely described, and the advantages more clearly understood, the embodiments of the present invention are further described in detail with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are part of the embodiments of the present invention, rather than all of the embodiments, and are only used to explain the embodiments of the present invention, and are not used to limit the embodiments of the present invention. All other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0018] For example, see Figure 1-Figure 2 The present invention provides a technical solution: a spoiler structure for a cavity-like area of ​​a high-speed train, wherein the spoiler structure is installed between two train bodies 1, and the spoiler structure is located in a cavity-like area formed by two groups of train skirt panels 2 installed at the ends of the train body 1 and distributed up and down. During the operation of the train body 1, the spoiler structure disturbs the airflow generated on both sides of the cavity-like area during the movement, thereby reducing the aerodynamic noise in the relevant area of ​​the crew room.

[0019] There are two groups of spoiler structures, which are distributed at both ends of the cavity-like area. Each group of spoiler structures includes two spoilers 3, which are respectively fixed at the ends of two train skirts 2. The spoiler 3 is an "L"-shaped plate structure, and the two spoilers 3 are symmetrically distributed about the cavity-like area; the positive corner of the bending area of ​​the spoiler 3 is located inside the cavity-like area, and the negative corner of the spoiler 3 and the upper and lower groups of train skirts 2 form a triangular prism-shaped spoiler area.

[0020] When the train runs at high speed, the cavity-like "L"-shaped spoiler can weaken or eliminate the airflow separation at the leading edge of the cavity and the recirculation zone at the trailing edge of the cavity. The high turbulent kinetic energy area formed by the collision of the upstream airflow and the downstream surface of the cavity is also reduced, thereby reducing the potential aerodynamic noise source intensity in the high turbulent kinetic energy area in the cavity. At the beginning of the development of the spoiler, a variety of different "L"-shaped angles were considered, and finally, through comparative tests, the optimal angle of the "L"-shaped spoiler under comprehensive comparison at different vehicle speeds was determined to be 120°.

[0021] Example 2, based on Example 1, takes a certain type of domestic high-speed train as the research object, installs spoilers in the cavity-like area between the train skirt and the end area of ​​the workshop, and compares and analyzes the noise characteristics of the area without spoilers installed to study the noise reduction effect. The train runs on the Shanghai-Beijing operating section with a maximum operating speed of 350 km / h.

[0022] Table 1 shows the total noise value of the crew room area when the train is running at a constant speed of 350 km / h, without spoilers and with spoilers installed on a certain type of cavity opening of the train. The measurement points include: the center of the crew room, the middle aisle, the windshield, the platform and the middle of the acoustic cavity.

[0023] Table 1 Total noise level in the crew room (unit: dB)

[0024] As can be seen from Table 1, the noise at the crew room, middle aisle, windshield, platform and middle of the acoustic cavity of a certain type of cavity opening of the EMU train with spoilers installed is slightly lower than that without spoilers installed. The influence of the installation of spoilers at a certain type of cavity opening of the EMU train on the total noise value of the crew room and platform is greater than that at other positions.

[0025] Fig.17 The test results of the noise spectrum characteristics at the center of the crew room are given. Fig.17 (a) is the 1 / 3 octave spectrum. Fig.17 (b) is the narrowband FFT spectrum.

[0026] Depend on Fig.17 It can be seen that before and after the rectification of a certain type of cavity opening of the EMU train, the significant frequency band of the noise in the EMU train crew room is 31.5~50Hz, and the peak frequency band is 37Hz. Installing a spoiler at a certain type of cavity opening of the EMU train has a certain degree of reduction effect on the high-frequency part of the noise; based on the above noise test results and the comparison of the sound pressure level spectrum, it is shown that this spoiler structure based on the high-speed train skirt and the cavity-like area at the end of the workshop plays a role in optimizing the aerodynamic noise in the relevant area of ​​the crew room.

[0027] Embodiment 3, based on embodiment 1, Figures 3 to 16In order to avoid the installed spoiler 3 from bending under the action of wind and affecting normal use, one end of the spoiler 3 is fixed to the end of the train skirt panel 2, and an anti-folding reinforcement component is provided at the positive corner of the spoiler 3 to improve the anti-folding ability of the bending part of the spoiler 3, and one side of the anti-folding reinforcement component is installed at the end of the train skirt panel 2; the anti-folding reinforcement component includes a connecting plate 4, a traction plate 7 arranged on the connecting plate 4 and an angle plate 8, the connecting plate 4 is an "L"-shaped plate structure, a plate surface of the connecting plate 4 is provided with a plurality of reserved holes 5, the inside of the reserved holes 5 is fixed to the end of the train skirt panel 2 through bolts, and the connecting plate 4 is fixed to the train skirt panel 2, and an assembly groove 6 is provided on the other plate body of the connecting plate 4, the traction plate 7 is an "L"-shaped plate structure, one end of the traction plate 7 is welded in the assembly groove 6, the traction plate 7 is provided with two, and the angle plate 8 is fixed at the two traction plates The inner corner of the traction plate 7 is buckled on the outer corner of the spoiler 3, and the distance between the top surface of one traction plate 7 and the bottom surface of the other traction plate 7 is equal to the height of the spoiler 3, and the inner corner of the angle plate 8 is buckled at the outer corner of the spoiler 3; when one end of the spoiler 3 is fixed to the end of the train skirt 2, the connecting plate 4 welded with the traction plate 7 is leaned against the end of the train skirt 2, and then the connecting plate 4 is toggled to slide until the two traction plates 7 are buckled at the outer corner of the spoiler 3, and at this time the angle plate 8 is buckled at the outer corner of the spoiler 3 between the two traction plates 7, when the bolt is fixed to the end of the train skirt 2 through the reserved hole 5, the connecting plate 4 is fixed to the end of the train skirt 2, and the skeleton formed by the traction plate 7 and the angle plate 8 is supported on the outer corner side of the spoiler 3, when the inner corner of the spoiler 3 is impacted by wind, the plate body of the spoiler 3 is prevented from breaking at the bending part.

[0028] The top surface of one traction plate 7 and the bottom surface of the other traction plate 7 are both provided with connecting components for connecting the traction plate 7 and the spoiler 3; the connecting component includes a limit plate 9 and a screw 12 that penetrates the limit plate 9 and is inserted into the surface of the spoiler 3. The limit plate 9 is an "L"-shaped plate structure, and the spoiler 3 is clamped between the two limit plates 9. A screw hole 10 is provided on the surface of the limit plate 9. One end of the screw 12 penetrates the screw hole 10 and is inserted into the positioning hole 11. The positioning hole 11 is provided on the surface of the spoiler 3; the surface of the limit plate 9 is slidably connected to a limit frame 15 for limiting the screw 12. A slide groove 13 is provided on the surface of the limit plate 9. The slide groove 13 is a "convex"-shaped groove. There are two slide grooves 13, and the two slide grooves 13 are symmetrically distributed about the screw hole 10. The width of the slide groove 13 is less than the plate width of the limit plate 9. The inside of the slide groove 13 is slidably connected with a slide plate 14, and the slide plate 14 is "convex"-shaped. After the screw 12 completes the connection between the limit plate 9 and the spoiler 3, the limit frame 15 is toggled to pull the slide plate 14 back along the slide groove 13, and the limit frame 15 blocks one side of the screw 12 to prevent the screw 12 from loosening and falling off.

[0029] A stopper 18 is fixed to one end of the slide 13, and a positioning plug 19 is fixed to the surface of the stopper 18. The positioning plug 19 is a cylindrical structure. After the limit frame 15 covers the end of the screw 12, the positioning plug 19 is inserted into the card slot 20. The card slot 20 is a spherical slot. The card slot 20 is opened on the surface of the slide 14. The end of the positioning plug 19 away from the stopper 18 is sleeved and fixed with a rubber sleeve 21. The positioning plug 19 is a spherical sleeve. The rubber sleeve 21 is inserted into the card slot 20. The diameter of the rubber sleeve 21 is larger than the card slot 20. 0; the reason why the stopper 18 is installed at one end of the slide groove 13 is to prevent the slide plate 14 from being pulled out of the slide groove 13, and when the limit frame 15 covers the screw 12, the end of the positioning plug 19 is inserted into the card slot 20, and the rubber sleeve 21 is stuck in the card slot 20 at this time, further preventing the slide plate 14 from sliding freely in the slide groove 13; and two symmetrically distributed finger grooves 17 are opened on the top plate of the limit frame 15. When the limit frame 15 is moved to slide, the fingers are pinched in the two finger grooves 17, and the hand feel is better.

[0030] Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A high-speed train cavity-like area spoiler structure, characterized by: The spoiler structure is installed between two train bodies (1), and is located in a cavity-like region formed between two groups of train skirt panels (2) installed at the ends of the train body (1) and distributed vertically. During the operation of the train body (1), the spoiler structure disturbs the airflow generated on both sides of the cavity-like region during the travel, thereby reducing the aerodynamic noise in the relevant area of ​​the crew room.

2. A high-speed train cavity-like area spoiler structure according to claim 1, characterized in that: The spoiler structure is provided with two groups, the two groups of spoiler structures are distributed at two ends of the cavity-like region, each group of spoiler structures comprises two spoiler plates (3), the two spoiler plates (3) are respectively fixed at the ends of two train skirt plates (2), the spoiler plates (3) are in an "L"-shaped plate structure, and the two spoiler plates (3) are symmetrically distributed about the cavity-like region.

3. A high-speed train cavity-like area spoiler structure according to claim 2, characterized in that: The positive corner of the bending area of ​​the spoiler (3) is located inside the cavity-like area, and a triangular prism-shaped spoiler area is formed between the negative corner of the spoiler (3) and the upper and lower sets of train skirts (2).

4. A high-speed train cavity-like area spoiler structure according to claim 2, characterized in that: One end of the spoiler (3) is fixed to the end of the train skirt (2); an anti-folding reinforcement component is provided at the positive corner of the spoiler (3) for improving the anti-folding capability of the bend of the spoiler (3); and one side of the anti-folding reinforcement component is installed at the end of the train skirt (2).

5. The high-speed train cavity-like area spoiler structure according to claim 4, characterized in that: The anti-bend reinforcement assembly comprises a connecting plate (4), a traction plate (7) arranged on the connecting plate (4), and an angle plate (8); the connecting plate (4) is an "L"-shaped plate structure; a plurality of reserved holes (5) are provided on the surface of one plate body of the connecting plate (4); bolts are passed through the inside of the reserved holes (5) and fixed to the end of the train skirt plate (2) to fix the connecting plate (4) to the train skirt plate (2); an assembly groove (6) is provided on the other plate body of the connecting plate (4); the traction plate (7) is an "L"-shaped plate structure; one end of the traction plate (7) is welded in the assembly groove (6); two traction plates (7) are provided; and the angle plate (8) is fixed between the two traction plates (7).

6. A high-speed train cavity-like area spoiler structure according to claim 5, characterized in that: The inner corner of the traction plate (7) is buckled on the outer corner of the spoiler (3), the distance between the top surface of one traction plate (7) and the bottom surface of another traction plate (7) is equal to the height of the spoiler (3), and the inner corner of the angle plate (8) is buckled at the outer corner of the spoiler (3).

7. A high-speed train cavity-like area spoiler structure according to claim 6, characterized in that: A connection assembly is provided on the top surface of one traction plate (7) and the bottom surface of the other traction plate (7), and is used to connect the traction plate (7) and the spoiler (3).

8. The high-speed train cavity-like area spoiler structure according to claim 7, characterized in that: The connection assembly comprises a limit plate (9) and a screw (12) which penetrates the limit plate (9) and is inserted into the surface of the spoiler (3); the limit plate (9) is an "L"-shaped plate structure; the spoiler (3) is clamped between two limit plates (9); a screw hole (10) is provided on the surface of the limit plate (9); one end of the screw (12) penetrates the screw hole (10) and is inserted into a positioning hole (11); the positioning hole (11) is provided on the surface of the spoiler (3).

9. A high-speed train cavity-like area spoiler structure according to claim 8, characterized in that: A limiting frame (15) is slidably connected to the surface of the limiting plate (9) for limiting the screw (12). A chute (13) is formed on the surface of the limiting plate (9). The chute (13) is a "convex"-shaped groove. There are two chutes (13), and the two chutes (13) are symmetrically distributed about the screw hole (10). The width of the chute (13) is smaller than the plate width of the limiting plate (9). A sliding plate (14) is slidably connected to the inside of the chute (13). The sliding plate (14) is a "convex"-shaped block. The limiting frame (15) is in a "C"-shaped plate-like structure. The two sliding plates (14) are integrally formed at the bottoms of the two parallel side plates of the limiting frame (15).

10. A high-speed train cavity-like area spoiler structure according to claim 9, characterized in that: A stop block (18) is fixed at one end of the chute (13). A positioning plug (19) is fixed on the surface of the stop block (18). The positioning plug (19) is in a cylindrical structure. After the limiting frame (15) covers the end of the screw (12), the positioning plug (19) is inserted into a card slot (20). The card slot (20) is a spherical groove and is formed on the surface of the sliding plate (14). A rubber sleeve (21) is sleeved and fixed at one end of the positioning plug (19) away from the stop block (18). The positioning plug (19) is a spherical sleeve. The rubber sleeve (21) is inserted into the card slot (20). The diameter of the rubber sleeve (21) is larger than the caliber of the card slot (20).

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