Power-saving fairing for high-speed train

Abstract

The invention discloses a power-saving fairing for a high-speed train. The power-saving fairing comprises 1, a train; 2, an air injection channel; 3, an air inlet; 4, an exhaust port; 5, a partition plate; 6, an axial flow fan; 7, an air outlet guide plate; 8, a camera; 9, a centrifugal fan; 10, train connecting pieces; and 11, an air compressor. And a compressed air channel. The invention has the advantage of overcoming the wind resistance of the high-speed train, and solves the problem of high power consumption of the current high-speed train.

Description

Technical Field

[0001] The invention relates to the technical field of high-speed train operation, and is an electricity-saving flow deflector for high-speed trains. Background Art

[0002] The wind resistance of high-speed trains is a major factor in electricity consumption. The train consumes 4,800 kWh of electricity per hour at a speed of 250 km / h, but consumes 9,600 kWh of electricity at a speed of 350 km / h. Wind resistance is the main factor affecting the operation of high-speed trains, and also affects the intersection and docking of trains. Wind resistance is also the main factor affecting the economic benefits of railway companies.

[0003] At present, the main way to reduce the wind resistance of trains is to optimize the aerodynamic shape of the train head to reduce the wind resistance coefficient. However, when the speed is very high, the power saving effect is not obvious. The crossing and docking will also create a certain crosswind pressure on the oncoming train, which has certain safety risks. Summary of the invention

[0004] The purpose of the present invention is to provide a power-saving deflector for high-speed trains, which cuts the oncoming air of the train and changes the oncoming wind direction of the cut air, so that the wind resistance in the forward direction of the train is very small, allowing the train to travel easily at high speed, and solving the problem of high power consumption of current high-speed trains.

[0005] Here’s how it works:

[0006] When the train is moving at high speed, the relative speed of the air in front of the train is equal to the speed of the train. This is the resistance of the gas to the solid at the head of the train. The high-speed gas compresses the solid and forms a strong pressure. Once the air changes direction upward after being cut, it becomes high-speed gas pressure that hits the top air. Gas is easy to deform, so it bypasses the pressure of the relatively high-speed airflow on the head of the train. Physically speaking, it is like converting the pressure of gas on solid into the pressure of gas on gas, which is similar to converting sliding friction into rolling friction.

[0007] The principle is simply stated as follows:

[0008] The train moves forward at high speed-----the relative speed of the air in front is equal to the speed of the train-----the air in front is cut (to the size of the train)-----turned into high-speed airflow in the fairing-----the direction of the airflow changes upwards--------expands and discharges--------the high-speed airflow compresses the air on the top of the train-----as a result, the solid at the head of the train bypasses the strong pressure of the air in front.

[0009] To achieve the above purpose, the present invention extends four sets of technical solutions based on the above principles:

[0010] 1. The first set of high-speed train energy-saving air deflectors is installed at the front of the train in its forward direction. It cuts its own air into sections and uses a small part of its own high-speed airflow below to deflect and redirect most of its own high-speed airflow.

[0011] In order to reduce the air resistance in front, the air in front is first cut. The deflector is similar to a cylindrical barrel, which is consistent with the appearance of the train. When the train moves forward, the front air inlet 3 performs cylindrical cutting on the air in front of the train. After cutting, the air enters the upper large channel and the lower small channel. The lower small channel sprays upward through four deflection air ducts, changing the wind direction of the upper main air duct and making the wind in the main air duct be discharged upward.

[0012] The three rows of air ducts at the bottom blow air upwards, changing the direction of the air coming from the front, turning it directly toward the sky and discharging it into the sky from the holes on the top of the fairing. This allows high-speed air to compress the air on top of the train and pass over the top of the train, which means it will not cause wind pressure on the front of the train.

[0013] In order to change the direction of the air entering the deflector, four rows of upward air jet ducts are installed at the lower part of the deflector to spray air upward, changing the direction of the air cut in front and discharging it upward.

[0014] Two air outlet guide plates are installed at the elliptical hole on the top of the deflector, which are curved in front and flat in the back, as shown in the figure. When the train moves forward at high speed, the gas is guided upward and the pressure of the deflector on the ground is appropriately increased.

[0015] In order not to affect the train driver's field of vision, the deflector is made of tempered glass except for the structure.

[0016] In order to allow the cutting air to be discharged upward smoothly, the hole on the upper part of the air guide cover is enlarged to 4-5 times the cutting air area.

[0017] 2. The second set of high-speed train energy-saving deflector is installed at the front of the train in the forward direction, and uses the screw air compressor to spray high-speed airflow to assist the front turning airway to change the direction of the air intake. After the screw air compressor absorbs the air in front and compresses it, it uses the pipe jet to change the direction of the high-speed airflow.

[0018] In order to reduce the air resistance in front, the air in front is first cut. The air deflector is similar to a cylindrical barrel, which is consistent with the appearance of the train. When the train moves forward, the front air inlet 3 performs cylindrical cutting on the air in front of the train, and then enters the inside of the air deflector after cutting. The screw machine intake air draws air from the upper rear of the air deflector, and after pressurization, it is ejected upward through the three rows of deflection air ducts at the bottom, changing the wind direction of the upper main air duct and making the wind in the main air duct be discharged upward.

[0019] The four jet ducts at the bottom blow air upwards, changing the direction of the air coming from the front, turning it directly toward the sky, and discharging it into the sky from the holes at the top of the fairing, allowing the high-speed air to compress the air on top of the train and pass over the top of the train, which means that no wind pressure will be caused on the front of the train.

[0020] In order to change the direction of the air entering the deflector, four jet ducts from 2 are installed at the lower part of the deflector to spray air upward, change the direction of the air cut in front, and discharge it upward.

[0021] Two air outlet guide plates are installed at the elliptical hole on the top of the deflector, which are curved in front and flat in the back, as shown in the figure. When the train moves forward at high speed, the gas is guided upward and the pressure of the deflector on the ground is appropriately increased.

[0022] In order not to affect the train driver's field of vision, the deflector is made of tempered glass except for the structure.

[0023] In order to allow the cutting air to be discharged upward smoothly, the hole on the upper part of the air guide cover is enlarged to 4-5 times the cutting air area.

[0024] 3. The third set of high-speed train energy-saving deflector is installed at the front of the train in its forward direction, using axial flow fans to absorb wind and deflect wind direction.

[0025] In order to reduce the air resistance in front, the air in front is first cut. The deflector is similar to a cylindrical barrel, which is consistent with the appearance of the train. The front air inlet 3 performs cylindrical cutting on the air in front of the train when the train moves forward.

[0026] The cut air immediately enters the high-speed axial flow fan, which discharges the air obliquely upward and backward, deflecting the air and changing the direction of the air coming from the front, turning it directly toward the sky and discharging it upward from the hole on the upper part of the deflector cover, allowing the high-speed air to compress the air on the top of the train and float over the upper part of the train, thus causing no wind pressure on the front of the train.

[0027] Two air outlet guide plates are installed at the elliptical hole on the top of the deflector, which are curved in front and flat in the back, as shown in the figure. When the train moves forward at high speed, the gas is guided upward and the pressure of the deflector on the ground is appropriately increased.

[0028] This type of air intake and exhaust is active. At the corresponding train forward speed and the corresponding rotation speed of the axial flow fan, a "cavitation bubble" can be formed in front of the train, that is, the air in front forms a negative pressure. The negative pressure should not be too large to avoid affecting the trains that are crossing and docking. When the train moves forward, the axial flow fan in the air deflector at the rear of the train will run in the reverse direction and spray air backwards to offset the backward "pull" caused by the thin air caused by the air wake. The front and rear fans can make the train move forward easily without resistance in front and pulling force in the back.

[0029] 4. The fourth set of high-speed train energy-saving deflector is installed at the front of the train in its forward direction, using a centrifugal fan to suck in air and deflect the wind direction.

[0030] In order to reduce the air resistance in front, the air in front is first cut. The deflector is similar to a cylindrical barrel, which is consistent with the appearance of the train. The front air inlet 3 performs cylindrical cutting on the air in front of the train when the train moves forward.

[0031] The cut air immediately enters the high-speed centrifugal fan, and is discharged backward and upward through the centrifugal fan, causing the air to be deflected, changing the direction of the air coming from the front, turning directly into the sky, and being discharged upward from the hole on the upper part of the deflector cover, allowing the high-speed air to compress the air on the top of the train and float over the top of the train, which will not cause wind pressure on the front of the train.

[0032] Two air outlet guide plates are installed at the elliptical hole on the top of the deflector, which are curved in front and flat in the back, as shown in the figure. When the train moves forward at high speed, the gas is guided upward and the pressure of the deflector on the ground is appropriately increased.

[0033] This type of air intake and exhaust is active. Under the corresponding train forward speed and centrifugal fan speed, a "cavitation bubble" can be formed in front of the train, that is, the air in front forms a negative pressure. The negative pressure should not be too large to avoid affecting the trains that are crossing and docking.

[0034] Note: 1. Due to the installation of the deflector, the train driver has a poor view in front of him. Therefore, 10 micro cameras need to be evenly installed on the curved surface at the front end of the deflector to transmit images back to the cab to ensure that the driver can reliably grasp the real-time situation in front of him.

[0035] 2. There are partitions and train connectors at the front end of the deflector to facilitate train docking and connection.

[0036] Compared with the prior art, the present invention has the following beneficial effects:

[0037] 1. The present invention changes the wind direction through the deflector, and the upward wind direction will not cause lateral wind pressure on the adjacent trains, thus solving the current problem of lateral wind pressure safety during intersection and docking.

[0038] 2. The present invention changes the wind direction through the deflector, which will not cause wind pressure on the front of the train, thus solving the problem of high energy consumption of the current high-speed rail.

[0039] 3. It solves the problem of people’s travel efficiency and the train speed is faster.

[0040] 4. By solving the efficiency problem of railway companies, it becomes easier for high-speed rail companies to make money. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] Figure 1 It is scheme 1 of the present invention;

[0042] Figure 2 This is a diagram of scheme 2 of the present invention;

[0043] Figure 3 It is scheme 3 of the present invention;

[0044] Figure 4 It is scheme 4 of the present invention;

[0045] In the figure: 1. Train; 2. Jetway; 3. Air inlet; 4. Exhaust outlet; 5. Partition; 6. Axial flow fan; 7. Air outlet guide plate; 8. Camera; 9. Centrifugal fan; 10. Train connector. DETAILED DESCRIPTION

[0046] See also Figure 1-Figure 4 A high-speed train air deflector includes 1. a train; 2. a jet channel; 3. an air inlet; 4. an air outlet; 5. a partition; 6. an axial flow fan; 7. an air outlet guide plate; 8. a camera; 9. a centrifugal fan; and 10. a train connector.

[0047] In this embodiment:

[0048] Solution 1: a partition 5 is set inside the air inlet 3. The partition is made of stainless steel and is located at the lower 1 / 3 of the air inlet 3. 1 / 3 of the intake gas is diverted and ejected from the four jet channels of 2 to change the direction of the remaining 2 / 3 of the intake gas and eject it upward. The wind direction of the air coming from the front is changed to turn directly to the sky and be discharged from the hole on the top of the deflector to the sky, allowing the high-speed air to compress the air on the top of the train and float over the top of the train, which will not cause wind pressure on the front of the train.

[0049] Two air outlet guide plates 7 are installed at the elliptical cavity on the top of the deflector. When the train 1 moves forward at high speed, the gas is guided to be discharged from the exhaust port 4, and the pressure of the deflector on the ground is appropriately increased.

[0050] Due to the installation of the deflector, the train driver has a poor view in front of him. Therefore, 10 micro cameras need to be evenly installed on the curved surface of the air inlet at the front end of the deflector to transmit images back to the cab and watch the situation in front through the screen, ensuring that the driver can reliably grasp the real-time situation in front.

[0051] Solution 2: a partition 5 is set inside the air inlet 3. The partition is made of stainless steel and is located at the lower 1 / 3 of the air inlet 3. A screw air compressor is installed at the rear position inside the air deflector. The air compressor absorbs the air above the air deflector and sprays it from the four jet channels of 2 to change the direction of air intake and spray it upward. The wind direction of the air coming from the front is changed to turn directly to the sky and be discharged from the hole on the top of the air deflector to the sky, allowing the high-speed air to compress the air on the top of the train and float over the top of the train, which will not cause wind pressure on the front of the train.

[0052] Two air outlet guide plates 7 are installed at the elliptical cavity on the top of the deflector. When the train 1 moves forward at high speed, the gas is guided to be discharged from the exhaust port 4, and the pressure of the deflector on the ground is appropriately increased.

[0053] Due to the installation of the deflector, the train driver has a poor view in front of him. Therefore, 10 micro cameras need to be evenly installed on the curved surface of the air inlet at the front end of the deflector to transmit images back to the cab and watch the situation in front through the screen, ensuring that the driver can reliably grasp the real-time situation in front.

[0054] Solution three, install an axial flow fan 6 inside the air deflector, use the axial flow fan to suck air and deflect the wind direction, and discharge the air through the exhaust port 4. When the train 1 moves forward, the front middle hole performs cylindrical cutting on the air in front of the train. The cut air immediately enters the high-speed axial flow fan 6, which discharges the air backward and upward, deflecting the air, changing the wind direction of the air coming from the front, turning directly to the sky, and discharging it from the exhaust port 4 on the upper part of the air deflector to the sky, allowing the high-speed air to compress the air on the top of the train and float over the upper part of the train, that is, it will not cause wind pressure on the front of the train.

[0055] The speed of the axial flow fan 6 is determined according to the train speed. When the speed is fast and the air intake is large, the speed of the axial flow fan increases accordingly to ensure the negative pressure "cavitation" of the air in front of the deflector. The axial flow fan uses a frequency converter to adjust the speed. When the train speed is low and the air intake is small, the speed of the axial flow fan is slow and the frequency converter is low; when the train speed is high and the air intake is large, the speed of the axial flow fan is high and the frequency converter is high.

[0056] This type of air intake and exhaust is active, and at the corresponding train forward speed and axial flow fan speed, a "cavitation bubble" can be formed in front of the train deflector. The train moves forward easily.

[0057] Solution 4: Install a centrifugal fan 9 inside the air deflector, use the centrifugal fan to suck air and deflect the wind direction, and discharge the air through the exhaust port 4. When the train 1 moves forward, the front middle hole performs cylindrical cutting on the air in front of the train. The cut air immediately enters the high-speed centrifugal fan 9, and the axial flow fan discharges the air backward and upward, causing the air to deflect, changing the wind direction of the air coming from the front, turning directly to the sky, and discharging from the exhaust port 4 on the upper part of the air deflector to the sky, allowing the high-speed air to compress the air on the top of the train and float over the upper part of the train, that is, it will not cause wind pressure on the front of the train.

[0058] The speed of the centrifugal fan 9 is determined according to the train speed. When the speed is fast and the air intake is large, the speed of the axial fan increases accordingly to ensure the negative pressure "cavitation" of the air in front of the deflector. The axial fan uses a frequency converter to adjust the speed. When the train speed is low and the air intake is small, the speed of the centrifugal fan 9 is slow and the frequency converter is low; when the train speed is high and the air intake is large, the speed of the centrifugal fan 9 is high and the frequency converter is high.

[0059] This type of air intake and exhaust is active, and at the corresponding forward speed of the train 1 and the corresponding speed of the axial flow fan, a "cavitation bubble" can be formed in front of the train deflector. The train moves forward easily.

Claims

1. Please refer to Figures 1 to 4, a high-speed train deflector includes 1, a train; 2, a jetway; 3, an air inlet; 4, an exhaust port; 5, a partition; 6. Axial flow fan; 7. Air outlet guide plate; 8. Camera; 9. Centrifugal fan; 10. Train connectors; 11. Air compressor. A partition 5 made of stainless steel is provided inside the air inlet 3. The partition 5 is located at the lower 1 / 3 of the air inlet 3. 1 / 3 of the intake gas is diverted and ejected from the four jet channels of 2 to change the direction of the remaining 2 / 3 intake gas and eject it upwards, thereby lifting the air in the entire shroud. The wind direction of the air coming from the front is changed to turn directly toward the sky, and the air is discharged from the air outlet at the top of the shroud, allowing the high-speed air to compress the air on the top of the train and float over the top of the train, which will not cause wind pressure on the front of the train. A screw air compressor can also be installed at the rear position inside the shroud. The air compressor absorbs the air on the top of the shroud and ejects it from the four jet channels of jet channel 2 to change the direction of intake gas and eject it upwards. Two or three air outlet guide plates 7 are installed at the elliptical hole on the top of the deflector. When the train 1 moves forward at high speed, the gas is guided to be discharged from the exhaust port 4, and the pressure of the deflector on the ground is appropriately increased. Due to the installation of the deflector, the train driver has a poor view in front of him. Therefore, 10 micro cameras need to be evenly installed on the curved surface of the air inlet at the front end of the deflector to transmit images back to the cab and watch the situation in front through the screen, ensuring that the driver can reliably grasp the real-time situation in front. Based on the above scheme, the active suction and exhaust method of the fan is derived. The difference is that it mainly relies on axial flow fans or centrifugal fans to guide air to form negative pressure in front. The suction and exhaust method is active suction and exhaust, so that negative pressure is formed in front of the train deflector. An axial flow fan 6 is installed inside the air deflector, which absorbs air and deflects the wind direction, and discharges the air through the exhaust port 4. When the train 1 moves forward, the front air inlet 3 performs cylindrical cutting on the air in front of the train. The cut air immediately enters the high-speed axial flow fan 6, which discharges the air obliquely upward and backward, deflecting the air, changing the wind direction of the air coming from the front, and directly turning to the sky, and discharging the air from the exhaust port 4 on the upper part of the air deflector to the sky, so that the high-speed air compresses the air on the top of the train and floats over the upper part of the train, that is, it will not cause wind pressure on the front of the train. The speed of the axial flow fan 6 is determined according to the train speed. When the speed is fast and the air intake is large, the speed of the axial flow fan increases accordingly to ensure the negative pressure "cavitation" of the air in front of the air deflector. The axial flow fan uses a frequency converter to adjust the speed. When the train speed is low, the air intake is small, the axial flow fan speed is slow, and the inverter frequency is low; when the train speed is high, the air intake is large, the axial flow fan speed is high, and the inverter frequency is high. When the train moves forward, the axial flow fan in the air deflector at the rear of the train runs in the reverse direction and sprays air backward to offset the backward "pull" caused by the thin air caused by the air wake. The front and rear fans can make the train move forward easily without resistance in front and pulling force in the back. A centrifugal fan 9 is installed inside the air deflector, which is used to suck air and deflect the wind direction, and then discharge the air through the exhaust port 4. When the train 1 moves forward, the front air inlet 3 performs cylindrical cutting on the air in front of the train. The cut air immediately enters the high-speed centrifugal fan 9, which discharges the air obliquely upward and backward, deflecting the air, changing the wind direction of the air coming from the front, and directly turning to the sky, and discharging the air from the exhaust port 4 on the upper part of the air deflector to the sky, so that the high-speed air compresses the air on the top of the train and floats over the upper part of the train, that is, it will not cause wind pressure on the front of the train. The rotation speed of the centrifugal fan 9 is determined according to the speed of the train 1. When the speed is fast and the air intake is large, the rotation speed of the axial flow fan is increased accordingly to ensure the negative pressure "cavitation" of the air in front of the air deflector. The centrifugal fan uses a frequency converter to adjust the rotation speed. When the train speed is low, the air intake volume is small, the centrifugal fan 9 rotates slowly, and the frequency converter is low; when the train speed is high, the air intake volume is large, the centrifugal fan 9 rotates high, and the frequency converter is high.

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