Flow guiding device for rail vehicle and rail vehicle comprising flow guiding device

Abstract

The present disclosure provides a guide device for a rail vehicle and a rail vehicle comprising the same, the guide device comprising: two first guide plates mounted on the top of the rail vehicle facing each other, each first guide plate extending in a longitudinal vertical plane; the two second flow guide plates are rotatably mounted between the two first flow guide plates respectively, so that a containing cavity for containing the pantograph of the railway vehicle is formed between the two first flow guide plates and the two second flow guide plates; the detection part is suitable for detecting the flow velocity difference of the flow velocity of airflow flowing through the windward sides of the two second flow guide plates 2 in the advancing direction of the railway vehicle; and the control part is configured to control the two second flow guide plates to rotate relative to the transverse vertical surface according to the flow velocity difference, so that the flow velocity difference is within a preset interval range, and the aerodynamic resistance and the lifting force of the pantograph are reduced in the running process of the railway vehicle.

Description

Technical Field

[0001] At least one embodiment of the present disclosure relates to the technical field of flow guide devices for rail vehicles, and more specifically, to a flow guide device for a rail vehicle and a rail vehicle including the flow guide device. Background Art

[0002] With the rapid development of the railway transportation industry, the speed of rail vehicles is constantly increasing. When the speed of rail vehicles is above 300km / h, the aerodynamic performance becomes very important. In particular, the pantograph, as an important device for rail vehicles to obtain electricity from the contact network, must face the strong impact of high-speed airflow, which not only affects the stability of the pantograph current collection, but also affects the overall operation safety of the rail vehicle.

[0003] During high-speed running of rail vehicles, pantographs are subjected to complex aerodynamic loads, including aerodynamic drag and aerodynamic lift, which increase significantly with the increase of vehicle speed. When the aerodynamic load exceeds the design range, the stability and current-carrying capacity of the pantograph will be seriously affected, and may even cause failure of the pantograph-net system. In addition, the pantograph will also generate aerodynamic noise under the action of high-speed airflow, which not only affects the comfort of passengers, but also increases the problem of environmental noise pollution.

[0004] In order to solve the above problems, the prior art generally adopts a method of installing a guide device on the outside of the pantograph to reduce the impact of high-speed airflow on the pantograph during high-speed driving of rail vehicles. However, the existing guide devices are generally semi-enclosed or fully enclosed. Although the guide devices of these two structures can improve the flow field environment of the pantograph to a certain extent, they are fixed and cannot adapt to complex and changeable driving conditions.

[0005] For example, although the semi-enclosed guide device can reduce the impact of the crosswind effect on the pantograph to a certain extent, it has limited impact on the high-speed airflow on the windward surface and cannot significantly reduce the aerodynamic resistance of the pantograph. Although the fully enclosed guide device can more effectively reduce the aerodynamic resistance on the windward surface of the pantograph, it will generate greater aerodynamic resistance and lift, resulting in a decrease in the overall aerodynamic performance of the rail vehicle. Summary of the invention

[0006] In view of this, the present disclosure provides a flow guide device for a rail vehicle to reduce the aerodynamic resistance and lifting force of the pantograph during the travel of the rail vehicle.

[0007] According to a first aspect of the present disclosure, a guide device for a rail vehicle is provided, comprising: two first guide plates, mounted on the top of the rail vehicle facing each other, each of the first guide plates extending in a longitudinal vertical plane; two second guide plates, respectively rotatably mounted between the two first guide plates, so that a accommodating cavity for accommodating a pantograph of the rail vehicle is formed between the two first guide plates and the two second guide plates; a detection unit, adapted to detect a velocity difference of airflow velocities flowing through windward surfaces of the two second guide plates along a traveling direction of the rail vehicle; and a control unit, configured to control the rotation of the two second guide plates relative to a transverse vertical plane according to the velocity difference, so that the velocity difference is within a preset range, so as to reduce the aerodynamic resistance and lifting force of the pantograph during the travel of the rail vehicle.

[0008] According to an embodiment of the present disclosure, in response to the detection unit detecting that the airflow velocity of the second guide plate flowing through the windward surface toward the outside of the accommodating cavity increases, the control unit controls the two second guide plates to rotate relative to the transverse vertical surface in the direction of blocking the accommodating cavity, so as to hinder the external airflow from flowing through the inside of the accommodating cavity; in response to the detection unit detecting that the airflow velocity of the second guide plate flowing through the windward surface toward the outside of the accommodating cavity decreases, the control unit controls the two second guide plates to rotate relative to the transverse vertical surface in the direction parallel to the top of the rail vehicle, so as to guide the external airflow to flow through the inside of the accommodating cavity.

[0009] According to an embodiment of the present disclosure, a rotation angle of the second guide plate with its windward surface facing outside the accommodating cavity relative to the transverse vertical plane is greater than a rotation angle of the second guide plate with its windward surface facing inside the accommodating cavity relative to the transverse vertical plane.

[0010] According to an embodiment of the present disclosure, as the travel speed of the rail vehicle increases, the upper limit value of the preset interval gradually decreases.

[0011] According to an embodiment of the present disclosure, when the travel speed of the rail vehicle is less than 150 km / h, the preset interval is 0-15 m / s; when the travel speed of the rail vehicle is greater than or equal to 150 km / h and less than or equal to 300 km / h, the preset interval is 0-10 m / s; when the travel speed of the rail vehicle is greater than 300 km / h, the preset interval is 0-5 m / s.

[0012] According to an embodiment of the present disclosure, the control unit includes two groups of control components, which are respectively installed on the two second guide plates, and each group of the control components includes: two rotating members, which are respectively installed at the two ends of the second guide plate in the transverse direction, and one end of each rotating member extending out of the second guide plate is rotatably installed on the adjacent first guide plate; and at least one driving component, which is connected to the rotating member and is configured to drive the second guide plate to rotate relative to the transverse vertical plane via the rotating member.

[0013] According to an embodiment of the present disclosure, the driving assembly includes: a shell mounted on the first guide plate; a motor mounted inside the shell, the output shaft of the motor being connected to the rotating member; and a control unit mounted on the motor, electrically connected to the motor, and configured to receive the flow velocity difference transmitted by the detection unit and control the rotation of the motor according to the flow velocity difference.

[0014] According to an embodiment of the present disclosure, the detection unit includes two groups of sensor units, which are respectively installed on two second guide plates; each group of the sensor units includes: two sensors, which are respectively installed on both sides of a second guide plate in the thickness direction, and are suitable for detecting the air flow velocity flowing through the windward surface of the second guide plate in two opposite directions.

[0015] According to an embodiment of the present disclosure, the first guide plate is configured to be approximately trapezoidal, the second guide plate is configured to be approximately inverted trapezoidal, and the two second guide plates are respectively installed on the same side in the transverse direction at both ends of the same first guide plate in the longitudinal direction.

[0016] A second aspect of the present disclosure provides a rail vehicle, comprising: a vehicle body; at least one flow guiding device for a rail vehicle as described in the above embodiment; and at least one pantograph installed inside a receiving cavity of the flow guiding device.

[0017] According to the above-mentioned embodiment of the guide device for rail vehicles disclosed herein, the detection unit detects the velocity difference of the airflow flowing through the windward surfaces of the two second guide plates along the traveling direction of the rail vehicle, and the control unit controls the two second guide plates to rotate relative to the transverse vertical plane according to the velocity difference, so that the velocity difference is within a preset range, so as to reduce the aerodynamic resistance and lifting force of the pantograph during the travel of the rail vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 is a three-dimensional schematic diagram of a flow guide device for a rail vehicle and a vehicle body according to an embodiment of the present disclosure;

[0019] Figure 2 is a front view between the flow guide device for a rail vehicle and the vehicle body according to an embodiment of the present disclosure;

[0020] Figure 3 is a top view between a flow guide device for a rail vehicle and a vehicle body according to an embodiment of the present disclosure;

[0021] Figure 4 is a side view between a flow guide device for a rail vehicle and a vehicle body according to an embodiment of the present disclosure;

[0022] Figure 5 is a three-dimensional schematic diagram of a flow guide device for a rail vehicle according to an embodiment of the present disclosure;

[0023] Figure 6 is a schematic diagram showing a state in which a second guide plate of a guide device for a rail vehicle according to an embodiment of the present disclosure is in a position to block an accommodating cavity;

[0024] Figure 7 is a schematic diagram of a state in which a second guide plate of a guide device for a rail vehicle according to an embodiment of the present disclosure is in a position parallel to the top of the rail vehicle;

[0025] Figure 8 is a side view of a flow guide device for a rail vehicle according to an embodiment of the present disclosure;

[0026] Fig. 9 is a schematic plan view of a first guide plate of a guide device for a rail vehicle according to an embodiment of the present disclosure;

[0027] Fig.10 It is a front view between a second guide plate, a sensor, and a rotating member of a guide device for a rail vehicle according to an embodiment of the present disclosure;

[0028] Fig.11 is a side view of a second guide plate, a sensor, and a rotating member of a guide device for a rail vehicle according to an embodiment of the present disclosure;

[0029] Fig.12 is a three-dimensional schematic diagram of a second guide plate of a guide device for a rail vehicle according to an embodiment of the present disclosure being in a position parallel to the top of the rail vehicle;

[0030] Fig.13 is a three-dimensional schematic diagram of a driving assembly of a flow guide device for a rail vehicle according to an embodiment of the present disclosure;

[0031] Fig.14 is a three-dimensional schematic diagram of a motor of a driving assembly of a flow guide device for a rail vehicle according to an embodiment of the present disclosure;

[0032] Fig.15 4 is a side view of a motor of a drive assembly of a flow guide device for a rail vehicle according to an embodiment of the present disclosure.

[0033] In the figure:

[0034] 1- first guide plate;

[0035] 2- second guide plate;

[0036] 3-accommodating cavity;

[0037] 4-detection unit; 41-sensing unit; 411-sensor;

[0038] 5- Control unit;

[0039] 51-control component;

[0040] 511-rotating member;

[0041] 512-driving assembly; 5121-housing; 5122-motor; 5123-control unit; 5124-motor controller; 5125-signal receiver; 5126-output shaft;

[0042] 6- Vehicle body. DETAILED DESCRIPTION

[0043] In order to make the objectives, technical solutions and advantages of the present disclosure more clearly understood, the present disclosure is further described in detail below in combination with specific embodiments and with reference to the accompanying drawings.

[0044] However, it should be understood that these descriptions are exemplary only and are not intended to limit the scope of the present disclosure. In the following detailed description, for ease of explanation, many specific details are set forth to provide a comprehensive understanding of the embodiments of the present disclosure. However, it is apparent that one or more embodiments may also be implemented without these specific details. In addition, in the following description, descriptions of known structures and technologies are omitted to avoid unnecessary confusion of the concepts of the present disclosure.

[0045] The terms used herein are only for describing specific embodiments and are not intended to limit the present disclosure. The terms "comprise", "include", etc. used herein indicate the existence of the features, steps, operations and / or components, but do not exclude the existence or addition of one or more other features, steps, operations or components.

[0046] All terms (including technical and scientific terms) used herein have the meanings commonly understood by those skilled in the art unless otherwise defined. It should be noted that the terms used herein should be interpreted as having a meaning consistent with the context of this specification and should not be interpreted in an idealized or overly rigid manner.

[0047] According to the inventive concept of one aspect of the present disclosure, there is provided a guide device for a rail vehicle, comprising: two first guide plates, mounted on the top of the rail vehicle facing each other, each first guide plate extending in a longitudinal vertical plane; two second guide plates, respectively rotatably mounted between the two first guide plates, so that a accommodating cavity for accommodating a pantograph of the rail vehicle is formed between the two first guide plates and the two second guide plates; a detection unit, suitable for detecting a velocity difference of airflow velocities flowing through windward surfaces of the two second guide plates along a traveling direction of the rail vehicle; and a control unit, configured to control the rotation of the two second guide plates relative to the lateral vertical plane according to the velocity difference, so that the velocity difference is within a preset range, so as to reduce the aerodynamic resistance and lifting force of the pantograph during the travel of the rail vehicle.

[0048] Figure 1 is a three-dimensional schematic diagram of a flow guide device for a rail vehicle and a vehicle body according to an embodiment of the present disclosure; Figure 2 is a front view between the flow guide device for a rail vehicle and the vehicle body according to an embodiment of the present disclosure; Figure 3 is a top view between a flow guide device for a rail vehicle and a vehicle body according to an embodiment of the present disclosure; Figure 4 is a side view between a flow guide device for a rail vehicle and a vehicle body according to an embodiment of the present disclosure; Figure 5 It is a three-dimensional schematic diagram of a flow guide device for a rail vehicle according to an embodiment of the present disclosure.

[0049] According to an exemplary embodiment of the present disclosure, please refer to Figure 1-Figure 5 , a guide device for a rail vehicle is provided, comprising two first guide plates 1, two second guide plates 2, a detection unit 4 and a control unit 5. The two first guide plates 1 are mounted on the top of the rail vehicle facing each other, and each first guide plate 1 extends in a longitudinal vertical plane. The two second guide plates 2 are rotatably mounted between the two first guide plates 1, so that a receiving chamber 3 for accommodating a pantograph of the rail vehicle is formed between the two first guide plates 1 and the two second guide plates 2. The detection unit 4 is suitable for detecting the velocity difference of the airflow velocity flowing through the windward surface of the two second guide plates 2 along the traveling direction of the rail vehicle. The control unit 5 is configured to control the two second guide plates 2 to rotate relative to the transverse vertical plane according to the velocity difference, so that the velocity difference is within a preset range, so as to reduce the aerodynamic resistance and lifting force of the pantograph during the travel of the rail vehicle. Further, the control unit 5 is configured to control the two second guide plates 2 to rotate relative to the transverse vertical plane in opposite directions and at the same angle according to the velocity difference.

[0050] In this embodiment, a detection unit 4 is provided to detect the velocity difference of the airflow passing through the windward surfaces of the two second guide plates 2 along the traveling direction of the rail vehicle, and a control unit 5 is provided to control the rotation of the two second guide plates 2 relative to the transverse vertical plane according to the velocity difference, so that the velocity difference is within a preset range, so as to reduce the aerodynamic resistance and lifting force of the pantograph during the travel of the rail vehicle, and realize efficient and stable operation of the rail vehicle under different working conditions.

[0051] It should be noted that in this embodiment, the windward side refers to the side of the second deflector 2 that receives the airflow during the movement of the rail vehicle, and the leeward side refers to the other side of the second deflector 2 that is opposite to the side that receives the airflow. When the vehicle is traveling with the two ends of the vehicle body 6 as the front, the windward side and the leeward side of the second deflector 2 can be interchangeable. For example, Figure 1 The middle arrow A indicates the traveling direction of the rail vehicle, the arrow F indicates the wind direction, and the arrow B indicates the windward surface of the second guide plate 2 .

[0052] Figure 6 is a schematic diagram showing a state in which a second guide plate of a guide device for a rail vehicle according to an embodiment of the present disclosure is in a position to block an accommodating cavity; Figure 7 is a schematic diagram of a state in which a second guide plate of a guide device for a rail vehicle according to an embodiment of the present disclosure is in a position parallel to the top of the rail vehicle; Figure 8 is a side view of a flow guide device for a rail vehicle according to an embodiment of the present disclosure.

[0053] In some exemplary embodiments, referring to Figure 5-Figure 8 In response to the detection unit 4 detecting that the airflow velocity of the second guide plate 2 flowing through the windward surface toward the outside of the accommodating chamber 3 increases, the control unit 5 controls the two second guide plates 2 to rotate relative to the horizontal vertical surface toward the direction of blocking the accommodating chamber 3, so as to prevent the external airflow from flowing through the inside of the accommodating chamber 3. In response to the detection unit 4 detecting that the airflow velocity of the second guide plate 2 flowing through the windward surface toward the outside of the accommodating chamber 3 decreases, the control unit 5 controls the two second guide plates 2 to rotate relative to the horizontal vertical surface toward the direction parallel to the top of the rail vehicle, so as to guide the external airflow to flow through the inside of the accommodating chamber 3.

[0054] In this embodiment, the control unit 5 responds to the detection unit 4 detecting that the velocity of the airflow flowing through the second guide plate 2 on the windward surface toward the outside of the accommodating cavity 3 increases, and controls the two second guide plates 2 to rotate relative to the horizontal vertical surface toward the direction of blocking the accommodating cavity 3, so as to reduce the flow rate of the airflow flowing into the accommodating cavity 3 and reduce the aerodynamic impact of the airflow on the pantograph. At the same time, the flow rate of the airflow flowing out of the accommodating cavity 3 is reduced to reduce the discharge speed of the airflow from the accommodating cavity 3, thereby reducing the velocity difference of the airflow velocity flowing through the windward surface of the two second guide plates 2, and maintaining the stability of the airflow field inside the guide device.

[0055] Furthermore, in response to the detection unit 4 detecting that the velocity of the airflow flowing through the second guide plate 2 on the windward surface toward the outside of the accommodating cavity 3 increases, the control unit 5 controls the second guide plate 2 close to the front of the rail vehicle along the traveling direction of the rail vehicle to rotate relative to the transverse vertical surface toward the direction of blocking the accommodating cavity 3. This can also play a role in decomposing the airflow flowing onto the second guide plate 2, reducing the velocity of the airflow flowing into the accommodating cavity 3, and further reducing the aerodynamic impact on the pantograph.

[0056] For example, when the windward angle of the airflow passing through the second guide plate 2 with the windward surface toward the outside of the accommodating cavity 3 is large, for example, the airflow is close to frontal windward, at this time, the control unit 5 responds to the detection unit 4 detecting that the airflow velocity of the second guide plate 2 flowing through the windward surface toward the outside of the accommodating cavity 3 has increased, and controls the upper parts of the two second guide plates 2 to rotate toward the outside of the accommodating cavity 3, so that the airflow is partially guided to the outside of the accommodating cavity 3, so as to reduce the airflow flow entering the accommodating cavity 3, reduce the impact on the pantograph, and at the same time slow down the discharge speed of the airflow inside the accommodating cavity 3, improve the flow field stability, and reduce the generation of vortices.

[0057] Furthermore, in response to the detection unit 4 detecting that the velocity of the airflow flowing through the second guide plate 2 on the windward surface toward the outside of the accommodating cavity 3 decreases, the control unit 5 controls the two second guide plates 2 to rotate relative to the horizontal vertical surface in a direction parallel to the top of the rail vehicle, so that the external airflow flows more smoothly into the accommodating cavity 3, increases the airflow flow through the accommodating cavity 3, and improves the aerodynamic flow field in the pantograph area. At the same time, the airflow inside the accommodating cavity 3 is accelerated to flow out of the accommodating cavity 3, avoiding the formation of a stagnation area in the accommodating cavity 3, so as to reduce the velocity difference of the airflow velocity flowing through the windward surface of the two second guide plates 2.

[0058] For example, when the windward angle of the airflow flowing through the second guide plate 2 with the windward surface toward the outside of the accommodating cavity 3 is small, for example, close to being parallel to the plane where the second guide plate 2 is located, at this time, the control unit 5 responds to the detection unit 4 detecting that the flow velocity of the airflow flowing through the second guide plate 2 with the windward surface toward the outside of the accommodating cavity 3 has decreased, and controls the upper parts of the two second guide plates 2 to rotate toward the inside of the accommodating cavity 3 respectively, so as to guide more airflow into the inside of the accommodating cavity 3, enhance the aerodynamic stability of the pantograph, and at the same time help discharge the airflow inside the accommodating cavity 3 to avoid the formation of a stagnation area in the accommodating cavity 3 due to side wind.

[0059] In addition, it should be noted that, in the present embodiment, the second guide plate 2 with the windward surface facing the outside of the accommodating cavity 3 rotates relative to the transverse vertical plane to guide the airflow; the second guide plate 2 with the windward surface facing the inside of the accommodating cavity 3 rotates relative to the transverse vertical plane to adjust the speed of the airflow discharged from the inside of the accommodating cavity 3.

[0060] As the velocity of the airflow flowing through the windward surface of the second guide plate 2 increases, the opening and closing angle between the second guide plate 2 and the edge extending in the longitudinal direction of the first guide plate 1 decreases. As the velocity of the airflow flowing through the windward surface of the second guide plate 2 decreases, the opening and closing angle between the second guide plate 2 and the edge extending in the longitudinal direction of the first guide plate 1 increases.

[0061] In some exemplary embodiments, referring to Figure 5-Figure 8 The rotation angle of the second guide plate 2 with the windward surface facing the outside of the accommodating cavity 3 relative to the transverse vertical plane is greater than the rotation angle of the second guide plate 2 with the windward surface facing the inside of the accommodating cavity 3 relative to the transverse vertical plane.

[0062] It should be noted that, in this embodiment, when the velocity difference of the airflow passing through the windward surfaces of the two second guide plates 2 is large, the rotation angle of the second guide plate 2 with the windward surface facing the outside of the accommodating chamber 3 is relatively large, so as to adjust the speed and direction of the external airflow entering the accommodating chamber 3. The rotation angle of the second guide plate 2 with the windward surface facing the inside of the accommodating chamber 3 is relatively small, so as to adjust the discharge amount of the airflow. When the velocity difference of the airflow passing through the windward surfaces of the two second guide plates 2 is small, the rotation angles of the two second guide plates 2 can be approximately synchronously rotated.

[0063] In some exemplary embodiments, as the travel speed of the rail vehicle increases, the upper limit value of the preset interval gradually decreases.

[0064] In some exemplary embodiments, when the speed of the rail vehicle is less than 150 km / h, the preset interval is 0-15 m / s. When the speed of the rail vehicle is greater than or equal to 150 km / h and less than or equal to 300 km / h, the preset interval is 0-10 m / s. When the speed of the rail vehicle is greater than 300 km / h, the preset interval is 0-5 m / s.

[0065] It should be noted that in this embodiment, when the rail vehicle is in a high-speed operation state, for example, the driving speed is greater than 300km / h, the airflow fluctuation will have a significant impact on the aerodynamic resistance and lifting force of the pantograph and the guide device. Therefore, it is necessary to strictly control the preset interval of the velocity difference of the airflow velocity flowing through the windward surface of the two second guide plates 2. When the rail vehicle is in a medium-speed operation state, for example, the driving speed is greater than or equal to 150km / h and less than or equal to 300km / h, the aerodynamic load of the pantograph and the guide device is relatively small, and the preset interval range is allowed to be expanded to a certain extent to ensure that the flow field inside the accommodating cavity 3 is stable. When the rail vehicle is in a low-speed operation state, for example, the driving speed is less than 150km / h, the aerodynamic load of the pantograph and the guide device is low, and the airflow inside the accommodating cavity 3 can be maintained stable, without strictly controlling the preset interval.

[0066] Fig. 9 is a schematic plan view of a first guide plate of a guide device for a rail vehicle according to an embodiment of the present disclosure; Fig.10 It is a front view between a second guide plate, a sensor, and a rotating member of a guide device for a rail vehicle according to an embodiment of the present disclosure; Fig.11 is a side view of a second guide plate, a sensor, and a rotating member of a guide device for a rail vehicle according to an embodiment of the present disclosure; Fig.12 It is a three-dimensional schematic diagram showing that the second guide plate of the guide device for a rail vehicle according to an embodiment of the present disclosure is in a position parallel to the top of the rail vehicle.

[0067] In some exemplary embodiments, referring to Figure 5-Figure 12 The control unit 5 includes two groups of control components 51, which are respectively installed on the two second guide plates 2. Each group of control components 51 includes two rotating members 511 and at least one driving component 512. The two rotating members 511 are respectively installed at both ends of the second guide plate 2 in the transverse direction, and one end of each rotating member 511 extending out of the second guide plate 2 is rotatably installed on the adjacent first guide plate 1. At least one driving component 512 is connected to the rotating member 511 and is configured to drive the second guide plate 2 to rotate relative to the transverse vertical plane via the rotating member 511.

[0068] Through the above-mentioned setting method, the driving component 512 drives the rotating member 511 to rotate, so as to drive the second guide plate 2 to rotate relative to the horizontal vertical plane, thereby adjusting the opening and closing angle of the edge of the second guide plate 2 extending along the longitudinal direction relative to the first guide plate 1, so as to adjust the air flow rate flowing through the inside of the accommodating cavity 3, and then adjust the flow rate difference of the air flow velocity flowing through the windward surfaces of the two second guide plates 2.

[0069] It should be noted that, in this embodiment, a drive assembly 512 can be installed on each rotating member 511, and the two drive assemblies 512 installed on the same second guide plate 2 can move synchronously, or one of the drive assemblies 512 is in a working state and the other drive assembly 512 is in a standby state, providing a backup driving force for driving the second guide plate 2 to rotate relative to the horizontal vertical plane.

[0070] Fig.13 is a three-dimensional schematic diagram of a driving assembly of a flow guide device for a rail vehicle according to an embodiment of the present disclosure; Fig.14 is a three-dimensional schematic diagram of a motor of a driving assembly of a flow guide device for a rail vehicle according to an embodiment of the present disclosure; Fig.15 4 is a side view of a motor of a drive assembly of a flow guide device for a rail vehicle according to an embodiment of the present disclosure.

[0071] In some exemplary embodiments, referring to Figure 5-Figure 8 ,as well as Figure 13-Figure 15The driving assembly 512 includes a housing 5121, a motor 5122, and a control unit 5123. The housing 5121 is mounted on the first guide plate 1. The motor 5122 is mounted inside the housing 5121, and an output shaft 5126 of the motor 5122 is connected to the rotating member 511. The control unit 5123 is mounted on the motor 5122, is electrically connected to the motor 5122, and is configured to receive the flow velocity difference transmitted by the detection unit 4, and control the motor 5122 to rotate according to the flow velocity difference.

[0072] By implementing the setting method, the control unit 5123 controls the rotation angle of the motor 5122 according to the flow rate difference transmitted by the detection unit 4 to control the opening and closing angle of the edge of the second guide plate 2 extending along the longitudinal direction relative to the first guide plate 1.

[0073] It should be noted that, in this embodiment, the control unit 5123 includes a motor controller 5124 and a signal receiver 5125. The motor controller 5124 is mounted on the motor 5122 and electrically connected to the motor 5122. The signal receiver 5125 is mounted on the motor controller 5124 and electrically connected to the motor controller 5124 and the detection unit 4, respectively. The motor controller 5124 controls the motor 5122 to rotate according to the flow rate difference from the detection unit 4 transmitted by the signal receiver 5125.

[0074] In some exemplary embodiments, referring to Figure 5-Figure 8 ,as well as Figure 10-12 The detection unit 4 includes two groups of sensor units 41, which are respectively installed on the two second guide plates 2. Each group of sensor units 41 includes two sensors 411, which are respectively installed on both sides of a second guide plate 2 in the thickness direction, and are suitable for detecting the air flow velocity flowing through the windward surface of the second guide plate 2 in two opposite directions. It can be understood that since the rail vehicle can travel in two opposite directions, the two side surfaces of each second guide plate 2 can be used as the windward surface or the leeward surface based on the travel direction of the rail vehicle.

[0075] It should be noted that, in the present embodiment, when the rail vehicle is moving with the two ends of the vehicle body 6 as the front of the vehicle, the windward side and the leeward side of the second guide plate 2 are interchanged, and a sensor 411 is installed on both sides of each second guide plate 2 in the thickness direction, so that when the rail vehicle is changing direction, no matter which side of the two side surfaces of the second guide plate 2 in the thickness direction is the windward side, the sensor 411 can detect the airflow velocity passing through this side.

[0076] In some exemplary embodiments, referring to Figure 5-Figure 10, the first guide plate 1 is configured to be roughly trapezoidal, the second guide plate 2 is configured to be roughly inverted trapezoidal, and the two second guide plates 2 are respectively installed on the same side in the transverse direction at the two ends of the same first guide plate 1 in the longitudinal direction. In this way, the vertical cross-section in the transverse direction and the vertical cross-section in the longitudinal direction of the accommodating cavity 3 defined by the first guide plate 1 and the second guide plate 2 are both isosceles trapezoids. Accordingly, the control unit 5 is further configured to control the two second guide plates 2 to rotate in opposite directions and at the same angle relative to the transverse vertical plane according to the flow velocity difference, so that the vertical cross-section of the accommodating cavity 3 in the longitudinal direction can always be kept as an isosceles trapezoid.

[0077] In this embodiment, the first guide plate 1 is configured to be approximately trapezoidal, and the second guide plate 2 is configured to be approximately inverted trapezoidal, so as to guide the airflow.

[0078] The flow guide device for rail vehicles according to the embodiment of the present invention has the following advantages:

[0079] 1. Optimize the flow field environment around the pantograph to reduce the aerodynamic resistance and lift of the pantograph during the operation of the rail vehicle, thereby improving the overall aerodynamic performance of the rail vehicle, improving energy efficiency, and reducing the energy consumption of the rail vehicle.

[0080] 2. Dynamically control the direction of airflow passing through the guide device to reduce the generation of aerodynamic noise, making rail vehicles run quieter and providing passengers with a more comfortable riding environment.

[0081] 3. Accurately control the air flow through the guide device to reduce the lifting force on the pantograph, thereby effectively preventing the occurrence of unstable pantograph-catenary contact, enhancing the stability of the pantograph-catenary system, improving the current receiving quality of the pantograph, and ensuring the safe operation of the rail vehicle power supply system.

[0082] 4. Ensure that the guide device is always in the best condition under various complex working conditions. Whether it is dealing with crosswinds, side winds, or vortices generated by high-speed rail vehicles, the aerodynamic conditions can be optimized in real time, thereby greatly improving the adaptability and reliability of the guide device.

[0083] 5. The structure is compact, and it adopts a highly integrated detection unit 4 and control unit 5, with high stability and rapid response.

[0084] 6. In addition, the design of the flow guide device in the embodiment of the present invention takes into account the characteristics of easy maintenance. Key components such as the detection unit 4 and the control unit 5 are easy to detect and replace, thereby improving the maintainability of the flow guide device and reducing the maintenance cost in long-term operation.

[0085] The above advantages make the guide device have broad application prospects in rail vehicles, especially in the modern high-speed rail vehicle market with increasingly higher requirements for aerodynamic performance, and it will have important market competitiveness and innovative value.

[0086] According to an exemplary embodiment of the present disclosure, please refer to Figure 1-Figure 4 , a rail vehicle is provided, comprising a vehicle body 6, at least one flow guiding device for rail vehicles as described in the above embodiment, and at least one pantograph. At least one pantograph is installed inside the receiving cavity 3 of the flow guiding device.

[0087] In this embodiment, the above-mentioned arrangement reduces the aerodynamic resistance and lifting force of the pantograph during the travel of the rail vehicle.

[0088] So far, the embodiments of the present disclosure have been described in detail in conjunction with the accompanying drawings. It should be noted that the implementation methods not shown or described in the drawings or the body of the specification are all forms known to ordinary technicians in the relevant technical field and are not described in detail. In addition, the above definitions of each component are not limited to the various specific structures, shapes or methods mentioned in the embodiments, and ordinary technicians in the field can simply change or replace them.

[0089] It will be appreciated by those skilled in the art that the features described in the various embodiments and / or claims of the present disclosure may be combined and / or combined in a variety of ways, even if such combinations and / or combinations are not explicitly described in the present disclosure. In particular, the features described in the various embodiments and / or claims of the present disclosure may be combined and / or combined in a variety of ways without departing from the spirit and teachings of the present disclosure. All of these combinations and / or combinations fall within the scope of the present disclosure.

[0090] The specific embodiments described above further illustrate the purpose, technical solutions and beneficial effects of the present disclosure. It should be understood that the above description is only a specific embodiment of the present disclosure and is not intended to limit the present disclosure. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present disclosure should be included in the protection scope of the present disclosure.

Claims

1. A flow guide device for a rail vehicle, comprising: Two first deflectors (1) are mounted on the top of the rail vehicle facing each other, and each of the first deflectors (1) extends in a longitudinal vertical plane; Two second guide plates (2) are rotatably mounted between the two first guide plates (1), respectively, so that a receiving cavity (3) for receiving the pantograph of the rail vehicle is formed between the two first guide plates (1) and the two second guide plates (2); A detection unit (4) adapted to detect a flow velocity difference between airflow velocities flowing through the windward surfaces of the two second guide plates (2) along the traveling direction of the rail vehicle; and The control unit (5) is configured to control the two second guide plates (2) to rotate relative to the horizontal vertical plane according to the flow velocity difference, so that the flow velocity difference is within a preset range, so as to reduce the aerodynamic resistance and lifting force of the pantograph during the travel of the rail vehicle.

2. The flow guide device for a rail vehicle according to claim 1, wherein: In response to the detection by the detection unit (4) that the velocity of the airflow flowing through the second guide plate (2) on the windward surface toward the outside of the accommodating cavity (3) increases, the control unit (5) controls the two second guide plates (2) to rotate relative to the transverse vertical surface toward the direction of blocking the accommodating cavity (3), so as to prevent the external airflow from flowing through the inside of the accommodating cavity (3); In response to the detection by the detection unit (4) that the velocity of the airflow flowing through the second guide plate (2) on the windward surface toward the outside of the accommodating cavity (3) decreases, the control unit (5) controls the two second guide plates (2) to rotate relative to the transverse vertical surface in a direction parallel to the top of the rail vehicle, so as to guide the external airflow to flow through the inside of the accommodating cavity (3).

3. The flow guide device for a rail vehicle according to claim 2, wherein: The rotation angle of the second guide plate (2) with its windward surface facing the outside of the accommodating cavity (3) relative to the transverse vertical plane is greater than the rotation angle of the second guide plate (2) with its windward surface facing the inside of the accommodating cavity (3) relative to the transverse vertical plane.

4. The flow guide device for a rail vehicle according to claim 1, wherein: As the travel speed of the rail vehicle increases, the upper limit value of the preset interval gradually decreases.

5. The flow guide device for a rail vehicle according to claim 4, wherein: When the running speed of the rail vehicle is less than 150 km / h, the preset interval is 0-15 m / s; When the travel speed of the rail vehicle is greater than or equal to 150 km / h and less than or equal to 300 km / h, the preset interval is 0-10 m / s; When the travel speed of the rail vehicle is greater than 300 km / h, the preset interval is 0-5 m / s.

6. The flow guide device for a rail vehicle according to any one of claims 1 to 5, wherein: The control unit (5) comprises two groups of control components (51), which are respectively mounted on the two second guide plates (2), and each group of the control components (51) comprises: Two rotating members (511) are respectively mounted on two ends of the second guide plate (2) in the transverse direction, and one end of each rotating member (511) extending out of the second guide plate (2) is rotatably mounted on an adjacent first guide plate (1); and At least one driving assembly (512) is connected to the rotating member (511) and is configured to drive the second guide plate (2) to rotate relative to a transverse vertical plane via the rotating member (511).

7. The flow guide device for a rail vehicle according to claim 6, wherein: The drive assembly (512) comprises: A housing (5121) mounted on the first guide plate (1); A motor (5122) is installed inside the housing (5121), and an output shaft (5126) of the motor (5122) is connected to the rotating member (511); and The control unit (5123) is mounted on the motor (5122), electrically connected to the motor (5122), and configured to receive the flow velocity difference transmitted by the detection unit (4), and control the rotation of the motor (5122) according to the flow velocity difference.

8. The flow guide device for a rail vehicle according to claim 1, wherein: The detection unit (4) comprises two groups of sensor units (41), which are respectively mounted on the two second guide plates (2); each group of the sensor units (41) comprises: Two sensors (411) are respectively mounted on two sides of a second guide plate (2) in the thickness direction, and are suitable for detecting the flow velocity of the airflow flowing through the windward surface of the second guide plate (2) in two opposite directions.

9. The flow guide device for a rail vehicle according to claim 1, wherein: The first guide plate (1) is configured to be approximately trapezoidal, the second guide plate (2) is configured to be approximately inverted trapezoidal, and the two second guide plates (2) are respectively mounted on the same side in the transverse direction at the two ends of the same first guide plate (1) in the longitudinal direction.

10. A rail vehicle comprising: Car body (6); At least one flow guide device for a rail vehicle according to any one of claims 1 to 9; as well as At least one pantograph is installed inside the accommodating chamber (3) of the flow guiding device.

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