High-speed train head bogie full-coating structure compatible with resistance reduction and heat dissipation

Abstract

The invention relates to the technical field of high-speed train railway vehicles, and discloses a resistance reduction and heat dissipation compatible high-speed train head vehicle bogie full-coating structure which comprises a coating main body, a heat dissipation plate, a limiting pin, a first deep groove ball bearing, a second deep groove ball bearing, a third deep groove ball bearing, a pull rod, a bearing seat and a pneumatic guide rod. The heat dissipation plates are externally tangent, the heat dissipation plates and the wrapping body are internally tangent, and the heat dissipation plates are connected with the limiting pins through rectangular splines. Compatibility of pneumatic resistance reduction and heat dissipation is achieved by dynamically adjusting the heat dissipation plate, the pneumatic resistance in the train operation process is remarkably reduced, meanwhile, the heat dissipation performance of a bogie area is enhanced in the braking state, and the braking device is prevented from being overheated and losing efficacy. A precise connection structure is adopted, operation stability and durability are guaranteed, interference of components is avoided through optimization design, the train suspension system adapts to the requirements of multiple working conditions, the train operation safety and efficiency are improved, and the train suspension system has important application value.

Description

Technical Field

[0001] The invention relates to the technical field of high-speed train rail vehicles, and in particular to a full-covering structure of a bogie of a head car of a high-speed train compatible with drag reduction and heat dissipation. Background Art

[0002] With the rapid development of my country's high-speed railways, trains are not only moving towards higher speeds and more energy-saving, but also gradually improving the comfort of riding. However, with the increase in train speed, many new technical problems have emerged, the most prominent of which is the resistance problem during train travel.

[0003] When the train speed exceeds 350km / h, energy consumption increases sharply, and aerodynamic drag accounts for more than 85% of the total running resistance, of which the aerodynamic drag in the bogie area accounts for 27.4% of the total aerodynamic drag. In the prior art, in order to reduce the aerodynamic drag in the bogie area, a full-covering structure is usually used to cover the bogie area. However, this full-covering structure does not fully consider the heat dissipation requirements of the bogie area in its design. During the operation of the train, the bogie area may cause overheating of the train brake device due to poor heat dissipation, resulting in hot spots and thermal cracks. In severe cases, it may even cause the brake device to fail, causing a safety accident.

[0004] Therefore, how to reduce the aerodynamic resistance in the bogie area while solving the problem of insufficient heat dissipation has become an important and difficult problem that needs to be solved urgently in the current technical field. Summary of the invention

[0005] In view of the shortcomings of the prior art, the present invention provides a full-covering structure for the bogie of a high-speed train head car that is compatible with drag reduction and heat dissipation, which solves the problem that the full-covering structure in the bogie area of ​​a high-speed train cannot take into account both aerodynamic drag reduction and heat dissipation requirements at the same time.

[0006] To achieve the above objectives, the present invention is implemented through the following technical solutions: a fully covered structure of a high-speed train head car bogie that is compatible with drag reduction and heat dissipation, including a covered body, a heat dissipation plate, a limit pin, a first deep groove ball bearing, a second deep groove ball bearing, a third deep groove ball bearing, a pull rod, a bearing seat and a pneumatic guide rod, characterized in that both sides of the heat dissipation plate are designed as arc surfaces, the heat dissipation plates are in an external tangent relationship, and the heat dissipation plate and the covered body are in an internal tangent relationship.

[0007] Preferably, the heat sink is connected to the limit pin via a rectangular spline, and the opening and closing angle of the heat sink is within the range of [-25°, 25°].

[0008] Preferably, the bearing seat is installed on the surface of the covering body by bolts, the first deep groove ball bearing is installed inside the bearing seat, the covering body is connected to the heat sink through the first deep groove ball bearing and the pull rod, and the limit pin is used to control the rotational movement of the heat sink.

[0009] Preferably, the pneumatic guide rod and the pull rod are connected through a slot, a third deep groove ball bearing is installed on the outside of the pull rod, the third deep groove ball bearing is located in the middle of the slot, and the pull rod and the limit pin are connected through a second deep groove ball bearing for power transmission of the heat sink.

[0010] Preferably, the pneumatic guide rod is used to control the opening and closing of the heat dissipation plate, and when the heat dissipation plate is opened, a ventilation channel can be provided to the bogie area.

[0011] Preferably, the heat sink is parallel to the covering body in a normal operating state, and is adjusted to a preset angle by a pneumatic guide rod in a braking state.

[0012] Working principle: When the train is running normally, the heat sink remains parallel to the covered body to form a complete closed structure. In this state, the aerodynamic resistance in the bogie area is significantly reduced, and the noise during driving is also reduced. When the train needs to slow down and brake, the pneumatic guide rod pushes the pull rod to move, and the pull rod drives the limit pin to rotate, thereby adjusting the rotation of the heat sink. Due to the influence of the limit pin, the connection position between the end of the pull rod and the pneumatic guide rail changes. At this time, the middle notch of the pneumatic guide rod is used to eliminate this influence. At this time, the heat sink will be adjusted according to the direction of travel. If the train is traveling to the left, the heat sink will open to 25°; when traveling to the right, it will open to -25°. This opening design allows outside air to flow into the bogie area to help dissipate heat and avoid overheating of the brake device due to insufficient heat dissipation.

[0013] In order to make the movement of the heat sink more accurate and reliable, the limit pin is used to control the opening and closing angle, and is connected to the heat sink through a rectangular spline to ensure stable power transmission. The heat sink and the covering body are connected through a deep groove ball bearing, which not only reduces the friction during rotation, but also ensures the smoothness of operation. The side of the heat sink adopts an arc shape to avoid mutual interference while also improving the smoothness of the airflow.

[0014] The invention provides a full-covering structure of a bogie of a head car of a high-speed train which is compatible with drag reduction and heat dissipation.

[0015] It has the following beneficial effects:

[0016] 1. The present invention significantly reduces the aerodynamic resistance of the bogie area when running at high speed through the design of the full-cover structure, improves the overall energy consumption performance of the train, and especially provides a stable airflow environment for the bogie area when the heat sink is closed, effectively reducing eddy currents and resistance.

[0017] 2. In the present invention, the heat sink can dynamically adjust the opening and closing angle according to the operating requirements under the braking state, so that the external airflow enters the bogie area, thereby quickly taking away the heat generated by the braking device and other components, preventing problems such as thermal cracks or hot spots caused by overheating, and improving the reliability of the braking system.

[0018] 3. The present invention ensures that the heat sink and other components run smoothly during the opening and closing process through mechanical connection methods such as deep groove ball bearings, rectangular splines and notches. At the same time, it has high strength and reliability and can withstand complex working conditions in train operation for a long time.

[0019] 4. The heat dissipation plate in the present invention can realize three working modes of closed, partially open or fully open under different operating conditions. It can not only reduce aerodynamic resistance when driving at high speed, but also provide efficient heat dissipation during braking, adapting to the complex needs of multiple working conditions of the train.

[0020] 5. The present invention avoids the risk of failure of the brake system due to overheating through dynamic adjustment and heat dissipation optimization of the heat dissipation plate, thereby ensuring the safety of the train under high-speed operation and emergency braking conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 It is a plan view schematic diagram of the present invention;

[0022] Figure 2 for Figure 1 Schematic diagram of the explosion display of the structure of area A in the middle;

[0023] Figure 3 for Figure 1 The enlarged view of point B in the middle;

[0024] Figure 4 This is an exploded view of the structure covering the bottom of the main body in the present invention;

[0025] Figure 5 for Figure 4 Schematic diagram showing the structure of the middle C region;

[0026] Figure 6 This is a bottom view of the train in the present invention under normal working condition;

[0027] Figure 7 It is a side view of the train in the normal working state of the present invention;

[0028] Figure 8 A bottom view of the braking state of the train when it is traveling from right to left in the present invention;

[0029] Fig. 9 It is a side view of the braking state of the train when it travels from right to left in the present invention;

[0030] Fig.10It is a bottom view of the braking state of the train when it travels from left to right in the present invention;

[0031] Fig.11 It is a side view of the braking state of the train when it travels from left to right in the present invention;

[0032] Fig.12 It is a three-dimensional schematic diagram of the limit pin in the present invention;

[0033] Fig.13 It is a plane schematic diagram of the limit pin in the present invention;

[0034] Fig.14 It is a schematic diagram of the heat dissipation plate and the circumscribed structure of the heat dissipation plate in the present invention;

[0035] Fig.15 A schematic diagram of the bogie covering structure and the train assembly in the present invention;

[0036] Fig.16 This is a comparison diagram of the difference in velocity streamline distribution effect when the present invention is installed on a train body (open and closed) and when it is not installed;

[0037] Fig.17 This is a comparison diagram of the temperature distribution effect when the present invention is installed on a train body (open and closed) and when it is not installed;

[0038] Fig.18 This is a comparison diagram of the difference in vortex distribution effect when the present invention is installed on a train body (open and closed) and when it is not installed;

[0039] Fig.19 This is a comparison diagram of the difference in pressure distribution when the present invention is installed on a train body (open and closed) and when it is not installed;

[0040] Fig. 20 Schematic diagram of the specific distribution of the spatial positions of the temperature measurement points of the present invention.

[0041] Among them, 1. Covering body; 2. Heat dissipation plate; 3. Limit pin; 4. First deep groove ball bearing; 5. Second deep groove ball bearing; 6. Pull rod; 7. Bearing seat; 8. Bolt; 9. Third deep groove ball bearing; 10. Pneumatic guide rod. DETAILED DESCRIPTION

[0042] The following will be combined with the drawings in the specification of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on 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.

[0043] Example:

[0044] Please refer to the attached Figure 1 , Attachment Figure 2 , Attachment Figure 3 and attached Fig.15 The embodiment of the present invention provides a full-covering structure of a high-speed train head car bogie that is compatible with drag reduction and heat dissipation, including a covering body 1, a heat sink 2, a limit pin 3, a first deep groove ball bearing 4, a second deep groove ball bearing 5, a third deep groove ball bearing 9, a pull rod 6, a bearing seat 7 and a pneumatic guide rod 10. In order to ensure that the heat sinks 2 do not interfere with each other while meeting the requirements of the structural drag reduction, the two sides of the heat sink 2 are set as arc surfaces, the heat sinks 2 are in an external tangent relationship, and the heat sink 2 and the covering body 1 are in an internal tangent relationship.

[0045] Please refer to the attached Figure 4 -Attached Figure 5 , the heat sink 2 is connected to the limit pin 3 through a rectangular spline, and the pull rod 6 is connected to the limit pin 3 through the second deep groove ball bearing 5, which is used to realize the power transmission of the heat sink 2; so the power on the limit pin 3 can drive the heat sink 2 to rotate. At the same time, due to the existence of the limit pin 3, the opening and closing angle of the heat sink 2 is limited. For the covering body 1, the opening and closing angle of the heat sink 2 moves within the range of [-25°, 25°]. The unfolding angle needs to meet the characteristics of the two-way operation of the train and the requirement that the lowest position of the heat sink 2 when opened must not be lower than the lowest position of the train head obstacle clearer. The bearing seat 7 is installed on the surface of the covering body 1 by bolts 8, and the first deep groove ball bearing 4 is installed inside the bearing seat 7. The covering body 1 is connected to the heat sink 2 through the first deep groove ball bearing 4, and the limit pin 3 is used to control the rotational movement of the heat sink 2. In order to reduce the friction loss when the heat sink 2 and the covering body 1 rotate and ensure the easy rotation of the heat sink 2, the covering body 1 and the heat sink 2 are connected by a first deep groove ball bearing 4, wherein the first deep groove ball bearing 4 is fixed to the covering body 1 by a bearing seat 7 and a bolt 8. The bearing seat 7 is installed on the surface of the covering body 1 by bolts 8.

[0046] Please refer to the attached Figure 2 , Attachment Figure 5 , Attachment Fig.12 , Attachment Fig.13 and attached Fig.14 The pneumatic guide rod 10 is connected to the pull rod 6 through a slot, and a third deep groove ball bearing 9 is installed on the outside of the pull rod 6. The third deep groove ball bearing 9 is located in the middle of the slot. The slot is used between the pull rod 6 and the pneumatic guide rod 10 to ensure the compliance of the force transmission when the mechanical structure is working. In order to further ensure the safety and smoothness of the mechanical structure when working, the pull rod 6 and the pneumatic guide rod 10 are connected with a third deep groove ball bearing 9.

[0047] The pneumatic guide rod 10 is used to control the opening and closing of the heat sink 2. When the heat sink 2 is opened, it can provide a ventilation channel for the bogie area. The heat sink 2 is parallel to the covering body 1 under normal operating conditions and is adjusted to a preset angle through the pneumatic guide rod 10 under braking conditions.

[0048] Please refer to the attached Figure 6 -Attached Figure 7 The transmission cylinder drives the pneumatic guide rod 10, and the pneumatic guide rod 10 transmits power to the component pull rod 6 through the groove between the pull rod 6. The pull rod 6 transmits power to the limit pin 3 through the second deep groove ball bearing 5, thereby controlling the opening and closing of the heat sink 2. When the high-speed train is running normally without distinguishing the direction of travel, the bogie area needs to reduce resistance and reduce noise. At this time, the transmission cylinder can be driven to control the extension and contraction of the pneumatic guide rod 10 to transmit power to the limit pin 3 to keep it in the neutral position, that is, to make the heat sink 2 parallel to the covering body 1.

[0049] Please refer to the attached Figure 8 -Attached Fig. 9 When the high-speed train is running normally to the left and is about to slow down, the transmission cylinder can be driven to control the extension and contraction of the pneumatic guide rod 10 to transmit power to the limit pin 3, and the opening and closing angle of the heat sink is controlled to be 25°. At this time, a large amount of air will flow into the bogie area through the gap between the heat sinks to achieve the purpose of heat dissipation. The speed streamline distribution is shown in the attached figure. Fig.16 As shown in b.

[0050] Please refer to the attached Fig.10 -Attached Fig.11 Similarly, when the high-speed train is traveling normally to the right and is about to slow down, the power can be transmitted to the limit pin 3 by driving the transmission cylinder to control the extension and retraction of the pneumatic guide rod 10, and the opening and closing angle of the heat sink is controlled to be -25°. At this time, a large amount of gas outside the bogie area begins to flow into the bogie area to achieve the purpose of heat dissipation.

[0051] As attached Fig.16 As shown in the figure, the three structures from top to bottom are respectively unwrapped, fully-wrapped open and fully-wrapped closed. It should be noted that in order to save computing resources and prove the rationality and feasibility of its wrapping structure, the experimental object is a part of the head car of a high-speed train, and the invention should be a fully-wrapped closed structure when the train is running normally, as shown in the attached figure. Figure 6 , Attachment Figure 7 As shown, the brake should be a fully covered opening structure, as shown in the attached Figure 4 As shown. Fig.16 It can be seen that under the effect of the wrapped heat dissipation structure, the impact of the incoming air on the bogie area is greatly reduced. The effect is best when the opening of the heat dissipation plate 2 is closed, and a stable flow field is provided for the bogie area.

[0052] As attached Fig.17 As shown in the figure, the temperature distribution of the bogie area is shown. It should be noted that the heat of the brake disc of the bogie component is the maximum heat given by the energy conversion method when the train is in emergency braking. Fig.17 a, 17b1, 17b2, 17c1 and 17c2 are respectively unwrapped, fully-wrapped open and unhidden cladding structure, fully-wrapped open and hidden cladding structure, fully-wrapped closed and unhidden cladding structure and fully-wrapped closed and hidden cladding structure, and are composed of attached Fig.17 It can be seen that the heat dissipation effect of the unenclosed structure is the best, the heat dissipation effect of the fully enclosed opening is second, and the heat dissipation effect of the fully enclosed closed structure is the worst.

[0053] As attached Fig.18 As shown in the figure, the vortex distribution in the bogie area is shown in the figure. Fig.18 a, 18b, 18c are respectively unwrapped, fully-wrapped open and fully-wrapped closed structures. Fig.18 It can be seen that when the bogie area does not adopt a full covering structure, a large number of vortex structures are generated in the bogie area. The generation and shedding of this vortex structure is one of the reasons for increasing the running resistance of the train. On the contrary, after the bogie area is equipped with a covering structure, the vortex volume in the bogie area is significantly reduced. Fig.18 This once again shows that installing a fully enclosed heat dissipation structure in the bogie area can effectively reduce the aerodynamic resistance of high-speed trains during normal operation.

[0054] like Fig.19 As shown in the figure, this figure shows the pressure distribution in the bogie area. Fig.19 a, 19b, and 19c are respectively unwrapped, fully-wrapped open, and fully-wrapped closed structures. Fig.19 It can be seen that there is a positive pressure gathering area on the rear end plate of the bogie area of ​​the unwrapped structure. This positive pressure gathering area is one of the reasons for the train's running resistance. The fully wrapped structure effectively avoids the occurrence of positive pressure gathering areas in the bogie area, thereby effectively reducing the aerodynamic resistance of high-speed trains during normal driving.

[0055] The aerodynamic drag and lift of the train under the three working conditions of unwrapped, fully wrapped open and fully wrapped closed are shown in Table 1. The temperatures of the bogie components are shown in Table 2. The temperature distribution of the spatial measuring points near the brake disc in the bogie area is shown in Table 3. The distribution of the measuring point positions is shown in Table 3. Fig. 20As shown. When the coating structure heat sink provided in the embodiment of the present application is in a closed state, the aerodynamic drag can be reduced by 26.3%, and the aerodynamic negative lift can be increased by 26%; when the train is in emergency braking and the coating structure heat sink provided in the embodiment of the present application is in an open state, the temperature of each bogie component will not overheat, and the surface temperature of the brake disc is below 700°C, which can ensure the safety of the train. This shows that the control method provided in the embodiment of the present application can effectively reduce the running resistance of the train, reduce the energy consumption of the train, and improve the problem of the braking of the bogie area affecting the train operation.

[0056] Table 1:

[0057]

[0058] Table 2:

[0059]

[0060] Table 3:

[0061]

[0062] 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 fully covered structure of a high-speed train head car bogie compatible with drag reduction and heat dissipation, comprising a covered body (1), a heat dissipation plate (2), a stop pin (3), a first deep groove ball bearing (4), a second deep groove ball bearing (5), a third deep groove ball bearing (9), a tie rod (6), a bearing seat (7) and a pneumatic guide rod (10), characterized in that: Both sides of the heat dissipation plate (2) are designed as arc surfaces, the heat dissipation plates (2) are in an external tangent relationship, and the heat dissipation plates (2) and the covering body (1) are in an internal tangent relationship.

2. The high-speed train head car bogie full-covering structure compatible with drag reduction and heat dissipation according to claim 1 is characterized in that: The heat sink (2) is connected to the limit pin (3) via a rectangular spline, and the opening and closing angle of the heat sink (2) is within the range of [-25°, 25°].

3. The high-speed train head car bogie full-covering structure compatible with drag reduction and heat dissipation according to claim 1 is characterized in that: The bearing seat (7) is installed on the surface of the covering body (1) by means of bolts (8), the first deep groove ball bearing (4) is installed inside the bearing seat (7), the covering body (1) is connected to the heat sink (2) by means of the first deep groove ball bearing (4) and the pull rod (6), and the limit pin (3) is used to control the rotational movement of the heat sink (2).

4. The high-speed train head car bogie full-covering structure compatible with drag reduction and heat dissipation according to claim 3 is characterized in that: The pneumatic guide rod (10) is connected to the pull rod (6) through a notch, a third deep groove ball bearing (9) is installed on the outside of the pull rod (6), and the third deep groove ball bearing (9) is located in the middle of the notch. The pull rod (6) is connected to the limit pin (3) through a second deep groove ball bearing (5) for power transmission of the heat sink (2).

5. The drag reduction and heat dissipation compatible high-speed train head car bogie full-covering structure according to claim 1 is characterized in that: The pneumatic guide rod (10) is used to control the opening and closing of the heat dissipation plate (2); when the heat dissipation plate (2) is opened, a ventilation channel can be provided for the bogie area.

6. The high-speed train head car bogie full-covering structure compatible with drag reduction and heat dissipation according to claim 5 is characterized in that: The heat dissipation plate (2) is parallel to the covering body (1) in a normal operating state, and is adjusted to a preset angle through a pneumatic guide rod (10) in a braking state.

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