A spoiler structure for the cavity area of a high-speed train

Abstract

The present invention relates to the technical field of train spoilers, and specifically to a spoiler structure for a high-speed train in a cavity-like area, which is installed between two train car bodies, and the spoiler structure is located in the cavity-like area formed between two sets of upper and lower distributed train skirts installed at the ends of the train car bodies. During the operation of the train car body, the spoiler structure disturbs the airflows generated on both sides of the cavity-like area during the traveling process, reducing the aerodynamic noise in the relevant areas of the crew's compartment; the beneficial effects are as follows: The spoiler structure for the high-speed train in the cavity-like area proposed by the present invention is composed of two sets of spoilers, and each set of spoilers includes two "L"-shaped spoilers respectively fixed at the ends of the two train skirts. This design enables the spoilers to effectively disturb the airflows generated on both sides of the cavity-like area during the traveling process, thereby reducing the aerodynamic noise.

Description

Technical Field

[0001] The present invention relates to the field of train spoilers, and specifically to a spoiler structure for the cavity-like area of high-speed trains. 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 some areas of the train body. These cavity-like structures will generate strong aerodynamic noise when the train is traveling at high speed, especially in related areas such as the crew's cabin, and 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 structures. However, for the aerodynamic noise generated in the cavity-like area, simple sound insulation materials and structures often have poor effects. Therefore, a structural design that can effectively reduce the aerodynamic noise in the cavity-like area is needed. Summary of the Invention

[0004] The purpose of the present invention is to provide a spoiler structure for the cavity-like area of high-speed trains to solve the problems raised in the above background art.

[0005] To achieve the above purpose, the present invention provides the following technical solution: A spoiler structure for the cavity-like area of high-speed trains, the spoiler structure is installed between two train bodies, and the spoiler structure is in the cavity-like area formed between two sets of upper and lower distributed train skirts installed at the ends of the train bodies. During the operation of the train body, the spoiler structure disturbs the airflow generated on both sides of the cavity-like area during the traveling process, reducing the aerodynamic noise in the related area of the crew's cabin.

[0006] Preferably, there are two sets of the spoiler structures, and the two sets of spoiler structures are distributed at both ends of the cavity-like area. Each set of spoiler structures includes two spoiler plates, and the two spoiler plates are respectively fixed at the ends of the two train skirts. The spoiler plate is in an "L"-shaped plate structure, and the two spoiler plates are symmetrically distributed with respect to the cavity-like area.

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

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

[0009] Preferably, the anti-folding and 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 plate to fix the connecting plate on the train skirt plate. 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 is buckled 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 is buckled 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 limiting plate and a screw that passes through the limiting plate and is inserted into the surface of the spoiler. The limiting plate is in an "L"-shaped plate structure. The spoiler is clamped between the two limiting plates. A screw hole is formed on the surface of the limiting plate. One end of the screw passes through the screw hole and is inserted into a positioning hole, and the positioning hole is formed on the surface of the spoiler.

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

[0014] Preferably, a stop block is fixed at one end of the sliding groove. A positioning plug is fixed on the surface of the stop block. The positioning plug is in a cylindrical structure. After the limiting frame covers the end of the screw, the positioning plug is inserted into a 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:

[0016] The spoiler structure for 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 skirt plates. This design enables the spoilers 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

[0017] Figure 1 Schematic diagram of the spoiler installed on the train car body in the present invention;

[0018] Figure 2 Schematic diagram of the structure after two spoilers of the present invention are distributed between two train car bodies;

[0019] Figure 3 Schematic diagram of the spoiler and traction plate structures in the present invention;

[0020] Figure 4 For Figure 3 Enlarged schematic diagram of the structure at A in

[0021] Figure 5 For Figure 3 Schematic diagram of the back structure in

[0022] Figure 6 For Figure 5 Enlarged schematic diagram of the structure at B in

[0023] Figure 7 Schematic diagram of the connection structure between the connecting plate and the traction plate in the present invention;

[0024] Figure 8 For Figure 7 Top view of the structure in

[0025] Figure 9 For Figure 8 Cross-sectional view of the structure at A-A in

[0026] Figure 10 For Figure 9 Enlarged schematic diagram of the structure at C in

[0027] Figure 11 Schematic diagram of the limit bracket structure in the present invention;

[0028] Figure 12 Schematic diagram of the stop block structure in the present invention;

[0029] Figure 13 For Figure 3 Front view of the structure in

[0030] Figure 14 For Figure 13 Cross-sectional view of the structure at B-B in

[0031] Figure 15 For Figure 14 Enlarged schematic diagram of the structure at D in

[0032] Figure 16 Schematic diagram of the limit plate structure in the present invention;

[0033] Figure 17Schematic diagram for comparing sound pressure level spectrograms of the present invention.

[0034] In the figure: train car 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, sliding groove 13, sliding plate 14, limit frame 15, rubber clamping strip 16, finger groove 17, stop block 18, positioning plug 19, card slot 20, rubber sleeve head 21. Detailed implementation manners

[0035] In order to clearly and completely describe the objectives, technical solutions of the present invention and make the advantages more clear, the following further elaborates on the embodiments of the present invention 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, not to limit the embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art without creative efforts fall within the scope of protection of the present invention.

[0036] Embodiment 1. Please refer to Figure 1 - Figure 2 , the present invention provides a technical solution: a spoiler structure for the cavity area of a high-speed train. The spoiler structure is installed between two train car bodies 1, and the spoiler structure is located in the cavity-like area formed between two sets of train skirts 2 distributed up and down at the end of the train car body 1. During the operation of the train car body 1, the spoiler structure disturbs the airflow generated on both sides of the cavity-like area during the traveling process, reducing the aerodynamic noise in the relevant areas of the crew compartment.

[0037] There are two sets of spoiler structures, and the two sets of spoiler structures are distributed at both ends of the cavity-like area. Each set of spoiler structures includes two spoilers 3, and the two spoilers 3 are respectively fixed at the ends of the two train skirts 2. The spoiler 3 is in an "L"-shaped plate structure, and the two spoilers 3 are symmetrically distributed with respect to the cavity-like area; the outer corner of the bent area of the spoiler 3 is inside the cavity-like area, and the inner corner of the spoiler 3 and the upper and lower two sets of train skirts 2 form a triangular prism-shaped spoiler area.

[0038] When the train runs at high speed, the "L"-shaped spoiler of the cavity can weaken or eliminate the airflow separation at the leading edge of the cavity and the recirculation area at the trailing edge of the cavity. The high-turbulent kinetic energy area formed by the collision of the upstream airflow of the cavity with the downstream surface also decreases accordingly, thereby reducing the potential aerodynamic noise source intensity in the high-turbulent kinetic energy area in the cavity; at the initial stage of developing this spoiler, various different "L"-shaped angles were considered. Finally, through comparison tests, the optimal angle of the "L"-shaped spoiler under comprehensive comparison during operation at different vehicle speeds was determined to be 120°.

[0039] Example 2: On the basis of Example 1, taking a certain domestic high-speed train as the research object, spoiler plates are installed in the cavity-like area of the train skirt and the end area of the car body, and a comparative analysis is carried out on the noise characteristics of the area with spoiler plates installed and the area without spoiler plates installed to study its noise reduction effect. The train operation line is the Shanghai-Beijing operation section, and the maximum operation speed is 350 km / h.

[0040] Table 1 respectively gives the total noise values in the crew's compartment area when the train runs at a constant speed of 350 km / h under the conditions of no spoiler plate installed and spoiler plate installed at a certain cavity opening of the train. The measuring point positions include: the center position of the crew's compartment, the middle aisle position, the windshield position, the vestibule position, and the middle position of the acoustic cavity.

[0041] Table 1 Total Noise Values in the Crew's Compartment Area (Unit: dB)

[0042]

[0043] It can be seen from Table 1 that the noises at the crew's compartment position, the middle aisle position, the windshield position, the vestibule position, and the middle position of the acoustic cavity with spoiler plates installed at a certain cavity opening of the multiple unit train are slightly lower than those without spoiler plates installed. The influence of installing spoiler plates at a certain cavity opening of the multiple unit train on the total noise values at the crew's compartment position and the vestibule position is greater than that at other positions.

[0044] Figure 17 The test results of the noise frequency spectrum characteristics at the center position of the crew's compartment are given. Figure 17 (a) is the 1 / 3 octave spectrum diagram, Figure 17 (b) is the narrowband FFT frequency spectrum diagram.

[0045] From Figure 17 it can be known that before and after the rectification of a certain cavity opening of the multiple unit train, the significant frequency bands of the noise at the crew's compartment position of the multiple unit train are all in the 31.5 - 50 Hz frequency band, and the peak frequency band is 37 Hz. Installing spoiler plates at a certain cavity opening of the multiple unit train has a certain degree of reduction effect on the noise in the high-frequency part; based on the above noise test results and the comparison of the sound pressure level frequency spectrum diagrams, it shows that this spoiler structure based on the train skirt and the cavity-like area at the end of the car body plays a role in optimizing the aerodynamic noise in the relevant area of the crew's compartment.

[0046] Example 3: On the basis of Example 1, referring to the appendix Figure 3 to Figure 16, in order to prevent the installed spoiler 3 from being bent under the action of wind force and affecting normal use, one end of the spoiler 3 is fixed to the end of the train skirt 2. An anti-bending reinforcement assembly is provided at the external angle of the spoiler 3 to enhance the anti-bending ability of the bent part of the spoiler 3, and one side of the anti-bending reinforcement assembly is installed at the end of the train skirt 2; the anti-bending reinforcement assembly includes a connecting plate 4, a traction plate 7 provided on the connecting plate 4, and an angle plate 8. The connecting plate 4 is in an "L"-shaped plate structure. A plurality of reserved holes 5 are formed on the surface of one plate body of the connecting plate 4. Bolts pass through the inside of the reserved holes 5 and are fixed to the end of the train skirt 2 to fix the connecting plate 4 to the train skirt 2. An assembly groove 6 is formed on the other plate body of the connecting plate 4. The traction plate 7 is in an "L"-shaped plate structure. One end of the traction plate 7 is welded in the assembly groove 6. There are two traction plates 7. The angle plate 8 is fixed between the two traction plates 7; the internal angle of the traction plate 7 is buckled on the external angle of the spoiler 3. 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. The internal angle of the angle plate 8 is buckled at the external angle of the spoiler 3; after 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 slid by moving it until both traction plates 7 are buckled on the external angle of the spoiler 3, and at this time the angle plate 8 is buckled on the external angle of the spoiler 3 between the two traction plates 7. After the bolts pass through the reserved holes 5 and are fixed to the end of the train skirt 2, the connecting plate 4 is fixed to the end of the train skirt 2. At this time, the framework formed by the traction plate 7 and the angle plate 8 supports on one side of the external angle of the spoiler 3. When the internal angle of the spoiler 3 is impacted by wind force, it can prevent the plate body of the spoiler 3 from breaking at the bent part.

[0047] 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.

[0048] 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.

[0049] Although embodiments of the present invention have been shown and described, those of ordinary skill in the art will appreciate that various changes, modifications, substitutions and variations can be made to these embodiments without departing from the principles and spirit of the present invention. 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 the spoiler structure is located in a cavity-like region formed between two groups of train skirts (2) installed at the ends of the train bodies (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 crew room related area. The spoiler structure is provided with two groups, and the two groups of spoiler structures are distributed at both ends of the cavity-like region. Each group of spoiler structures includes two spoiler plates (3), and the two spoiler plates (3) are respectively fixed at the ends of the two train skirts (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. One end of the spoiler plate (3) is fixed at the end of the train skirt plate (2), and the outer corner of the spoiler plate (3) is fixed at the outer corner of the spoiler plate (3). An anti-folding reinforcement component is provided for improving the anti-folding capability of the bending portion of the spoiler (3), and one side of the anti-folding reinforcement component is mounted on the end of the train skirt (2); the anti-folding reinforcement component 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 (2), so that the connecting plate (4) is fixed to the train skirt (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).

2. A high-speed train cavity-like area spoiler structure according to claim 1, 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).

3. A high-speed train cavity-like area spoiler structure according to claim 2, 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).

4. A high-speed train cavity-like area spoiler structure according to claim 3, 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).

5. The high-speed train cavity-like area spoiler structure according to claim 4, 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).

6. A high-speed train cavity-like area spoiler structure according to claim 5, 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 in a "convex" shape. 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 in a "convex" shape. The limiting frame (15) is in a "C"-shaped plate structure. The two sliding plates (14) are integrally formed at the bottoms of the two parallel side plates of the limiting frame (15).

7. A high-speed train cavity-like area spoiler structure according to claim 6, 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 the card slot (20). The card slot (20) is in a spherical shape and is formed on the surface of the sliding plate (14). A rubber sleeve head (21) is sleeved and fixed at the end of the positioning plug (19) away from the stop block (18). The positioning plug (19) is in a spherical sleeve shape. The rubber sleeve head (21) is inserted into the card slot (20). The diameter of the rubber sleeve head (21) is larger than the diameter of the card slot (20).

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