Low-noise air conditioner air duct for railway vehicle

Abstract

The invention discloses a low-noise air conditioner air duct for a railway vehicle, and belongs to the technical field of air ducts for railway vehicles, the low-noise air conditioner air duct comprises an air duct main body assembly, an air duct number adjusting structure and a self-adaptive adjusting structure, the air duct number adjusting structure is arranged in the air duct main body assembly, and the self-adaptive adjusting structure is arranged in the air duct main body assembly. The self-adaptive adjusting structure is connected with the air duct number adjusting structure and comprises a sensing assembly. By arranging the air flue number adjusting structure and the self-adaptive adjusting structure, the number of the air flues is automatically adjusted when the air volume in the air flues is large, automatic resetting is achieved after the air volume in the air flues is reduced, noise generated during operation of the air conditioner air flues is effectively reduced, and the comfort level of passengers is improved; the problem that an air conditioner air duct used in the current market cannot adaptively adjust the internal structure of the air duct according to the volume of air passing through the air duct, so that noise generated during operation of the air conditioner air duct cannot be controlled is effectively solved.

Description

Technical Field

[0001] The present invention belongs to the technical field of air ducts for rail vehicles, and specifically refers to a low-noise air conditioner air duct for rail vehicles. Background Art

[0002] The air-conditioning ventilation system is an important part of the passenger compartment of rail transit vehicles, and its performance directly affects the comfort of passengers. With the rapid development of urban rail transit, the requirements for low noise and uniform air supply of air ducts are getting higher and higher.

[0003] Currently, due to the limited internal space of rail transit vehicles, the distance between the air-conditioning air duct and the air outlet roof plate of the passenger compartment is very close, and the noise of the air-conditioning unit is easily transmitted into the passenger compartment. Moreover, the air-conditioning air duct cannot adaptively adjust the air duct according to the air volume in the duct, resulting in the inability to control the noise of the air-conditioning air duct. Summary of the Invention

[0004] In view of the above situation, in order to overcome the defects of the prior art, the present invention provides a low-noise air conditioner air duct for rail vehicles. By setting an air duct quantity adjustment structure and an adaptive adjustment structure, the number of air ducts is automatically adjusted when the air volume in the air duct is large, and automatically reset after the air volume in the air duct decreases, effectively reducing the noise generated during the operation of the air-conditioning air duct, improving the comfort of passengers, and effectively solving the problem that the air-conditioning air ducts currently used on the market cannot adaptively adjust the internal structure of the air duct according to the size of the air volume passing through the air duct, resulting in the inability to control the noise generated during the operation of the air-conditioning air duct.

[0005] The technical solution adopted by the present invention is as follows: The present invention provides a low-noise air conditioner air duct for rail vehicles, which includes an air duct main body assembly, an air duct quantity adjustment structure, and an adaptive adjustment structure. The air duct quantity adjustment structure is arranged inside the air duct main body assembly, the adaptive adjustment structure is arranged inside the air duct main body assembly, the adaptive adjustment structure is connected to the air duct quantity adjustment structure, and the adaptive adjustment structure includes a sensing component, a transmission component, and an execution component.

[0006] Furthermore, the air duct quantity adjustment structure includes a fixed frame, a fixed support, a first connecting rod, a fixed shaft, a sliding adjustment plate, a connecting support, a second connecting rod, a connecting shaft, a pin shaft, a rotating shaft, a driven bevel gear and a driving connecting rod. The fixed frame is fixedly connected to the air duct main body assembly. The fixed support is fixedly connected to the inner surface of the fixed frame. One end of the first connecting rod is rotatably connected between the fixed supports. The fixed shaft penetrates and is fixedly connected to the fixed support. The first connecting rod is rotatably connected to the fixed shaft. The sliding adjustment plate is slidably connected within the fixed frame. The connecting support is fixedly connected to the outer surface of the sliding adjustment plate. One end of the second connecting rod is rotatably connected between the connecting supports. The connecting shaft penetrates and is fixedly connected to the connecting support. The second connecting rod is rotatably connected to the connecting shaft. The pin shaft penetrates and is rotatably connected to the end of the second connecting rod far from the connecting shaft and the end of the first connecting rod far from the fixed shaft. The rotating shaft is rotatably connected to the fixed frame. The driven bevel gear is fixedly connected to the rotating shaft. The driving connecting rod is fixedly connected to the rotating shaft. A sliding groove is formed in the driving connecting rod. The pin shaft is slidably connected within the sliding groove, enabling the quantity of air ducts to be adjusted adaptively.

[0007] Furthermore, the induction component includes a rotating mounting rod, an impeller, a torsion spring, a driving gear ring, a driven gear, a transmission shaft, a driving gear and a first support bracket. The rotating mounting rod is rotatably connected to the air duct main body assembly. The impeller is fixedly connected to the rotating mounting rod. The torsion spring is arranged between the rotating mounting rod and the air duct main body assembly. One end of the torsion spring is fixedly connected to the air duct main body assembly. The other end of the torsion spring is fixedly connected to the rotating mounting rod. The driving gear ring is fixedly connected to the rotating mounting rod. The driven gear is meshed with the driving gear ring. The transmission shaft is fixedly connected to the driven gear. The driving gear is fixedly connected to the end of the transmission shaft far from the driven gear. The first support bracket is fixedly connected to the air duct main body assembly. The transmission shaft penetrates and is rotatably connected to the first support bracket, effectively sensing the magnitude of the air volume inside the air duct housing.

[0008] Further, the transmission assembly includes a first lifting rack plate, a movable lever, a second lifting rack plate, a positioning block, a fulcrum shaft, a driving pulley, a fixed tooth, a mounting shaft, and a second support bracket. The first lifting rack plate is slidably connected to the inner surface of the air duct main body assembly. The movable lever is disposed inside the air duct main body assembly. Moving grooves are formed at both ends of the movable lever. A second lifting rack plate is arranged on the side surface of the first lifting rack plate. Positioning blocks are fixedly connected to the outer surfaces of the first lifting rack plate and the second lifting rack plate respectively. The positioning blocks are slidably connected to the moving grooves respectively. The fulcrum shaft penetrates and rotatably connects the movable lever. The fulcrum shaft is fixedly connected to the inner surface of the air duct main body assembly. The driving pulley is arranged on one side of the second lifting rack plate. The fixed tooth is fixedly connected to the outer surface of the driving pulley. The mounting shaft is fixedly connected to the driving pulley. The second support bracket is fixedly connected to the inner surface of the air duct main body assembly. The mounting shaft is rotatably connected to the second support bracket, and the induction assembly can be adjusted accordingly according to the air volume and transmitted.

[0009] Further, the execution assembly includes a driven pulley, a transmission belt, a docking rod, a driving bevel gear, a follower bevel gear, a connecting rod, a transmission bevel gear, a first support bracket, a third support bracket, and a fourth support bracket. The driven pulley is arranged above the driving pulley. A transmission belt is connected between the driving pulley and the driven pulley. One end of the docking rod is fixedly connected to the driven pulley. The driving bevel gear is fixedly connected to the end of the docking rod away from the driven pulley. The follower bevel gear is meshed with the driving bevel gear. One end of the connecting rod is fixedly connected to the follower bevel gear. The transmission bevel gear is fixedly connected to the end of the connecting rod away from the follower bevel gear. The third support bracket is fixedly connected to the air duct main body assembly. The docking rod penetrates and is rotatably connected to the third support bracket. The fourth support bracket is fixedly connected to the air duct main body assembly. The connecting rod penetrates and is rotatably connected to the fourth support bracket, and the power transmitted by the transmission component is used as the power source to drive the air duct quantity adjustment structure.

[0010] Further, the air duct main body assembly includes an air duct housing, a support plate, an air induction fan, a fixed cover, and a filter screen plate. The support plate is fixedly connected to the inner surface of the air duct housing. The air induction fan is fixedly connected to the support plate. The fixed cover is fixedly connected to the air duct housing. The filter screen plate is detachably connected to the inner surface of the fixed cover. A lifting chute is formed on the inner surface of the air duct housing.

[0011] Further, both the first lifting rack plate and the second lifting rack plate are slidably connected to the lifting chute. The driving gear is meshed with the first lifting rack plate. The driving pulley is meshed with the second lifting rack plate through the fixed tooth.

[0012] Further, the driving bevel gear is meshed and connected with the driven bevel gear, the impellers are evenly distributed on the rotating mounting rod, and the driving tooth rings are symmetrically arranged on the rotating mounting rod.

[0013] Further, the adaptive adjustment structure is symmetrically arranged inside the air duct housing, and the distance between the fulcrum shaft and the end of the movable lever close to the lifting rack plate one is greater than the distance between the fulcrum shaft and the end of the movable lever close to the lifting rack plate two.

[0014] Further, the sliding adjustment plates are symmetrically arranged inside the fixed frame, and the displacement directions of the sliding adjustment plates are opposite to each other.

[0015] The beneficial effects achieved by the present invention with the above structure are as follows:

[0016] (1) In order to solve the problem that the air duct of the air conditioner used on the market at present cannot adaptively adjust the internal structure of the air duct according to the size of the air volume passing through the air duct, resulting in the inability to control the noise generated during the operation of the air duct of the air conditioner, the present invention sets an air duct quantity adjustment structure and an adaptive adjustment structure, automatically adjusts the number of air ducts when the air volume in the air duct is large, and automatically resets after the air volume in the air duct decreases, effectively reducing the noise generated during the operation of the air duct of the air conditioner and improving the comfort of passengers;

[0017] (2) Among them, the adaptive adjustment structure includes a rotating mounting rod, and a torsion spring is connected between the rotating mounting rod and the air duct housing. When the air volume in the air duct is small, the airflow cannot push the impeller to drive the rotating mounting rod to rotate against the resistance provided by the torsion spring, and only when the air volume is small can the impeller drive the rotating mounting rod to rotate, so that the device can be adaptively adjusted according to the air volume size, and at the same time, it can automatically reset.

[0018] (3) In addition, a movable lever is arranged in the adaptive adjustment structure, and the force that the rotating mounting rod rotates to drive the lifting rack plate one to move upward can be amplified to become the driving force for driving the driving bevel gear to rotate, ensuring that the sliding adjustment plate can move. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 It is a schematic three-dimensional overall structure diagram of a low-noise air duct for a rail vehicle proposed by the present invention;

[0020] Figure 2 It is a schematic three-dimensional internal structure diagram of a low-noise air duct for a rail vehicle proposed by the present invention;

[0021] Figure 3 It is a schematic three-dimensional cross-sectional structure diagram of the top of the air duct housing;

[0022] Figure 4Schematic three-dimensional structure diagram of the air duct quantity adjustment structure;

[0023] Figure 5 Exploded three-dimensional structure diagram of the air duct quantity adjustment structure;

[0024] Figure 6 Exploded three-dimensional structure diagram of the adaptive adjustment structure;

[0025] Figure 7 For Figure 3 Enlarged view of the structure at position A in

[0026] Figure 8 Overall structure diagram of the adaptive adjustment structure;

[0027] Figure 9 Schematic diagram of the docking of the air duct quantity adjustment structure and the adaptive adjustment structure.

[0028] Among them, 1. Air duct main component; 101. Air duct housing; 102. Support plate; 103. Air induction fan; 104. Fixed cover; 105. Filter screen plate; 106. Lifting chute; 2. Air duct quantity adjustment structure; 201. Fixed frame; 202. Fixed support; 203. First connecting rod; 204. Fixed shaft; 205. Sliding adjustment plate; 206. Connecting bracket; 207. Second connecting rod; 208. Connecting shaft; 209. Pin shaft; 210. Rotating shaft; 211. Driven bevel gear; 212. Driving connecting rod; 213. Sliding groove; 3. Adaptive adjustment structure; 301. Rotating mounting rod; 302. Impeller; 303. Torsion spring; 304. Driving toothed ring; 305. Driven gear; 306. Transmission shaft; 307. Driving gear; 308. First lifting rack plate; 309. Movable lever; 310. Moving groove; 311. Second lifting rack plate; 312. Positioning block; 313. Fulcrum shaft; 314. Driving pulley; 315. Fixed tooth; 316. Mounting shaft; 317. Driven pulley; 318. Transmission belt; 319. Docking rod; 320. Driving bevel gear; 321. Follow-up bevel gear; 322. Connecting rod; 323. Transmission bevel gear; 324. First support bracket; 325. Second support bracket; 326. Third support bracket; 327. Fourth support bracket.

[0029] The accompanying drawings are used to provide further understanding of the present invention, and constitute a part of the specification. Together with the embodiments of the present invention, they are used to explain the present invention and do not constitute a limitation to the present invention. Detailed implementation manners

[0030] The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0031] In the description of the present invention, it should be understood that the terms "upper", "lower", "front", "rear", "left", "right", "top", "bottom", "inner", "outer", etc. indicating the orientation or position relationship are based on the orientation or position relationship shown in the accompanying drawings. It is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the present invention.

[0032] As Figures 1-9 shown, the present invention provides a low-noise air-conditioning duct for rail vehicles, which includes a duct main body assembly 1, a duct quantity adjustment structure 2 and an adaptive adjustment structure 3. The duct quantity adjustment structure 2 is arranged inside the duct main body assembly 1, and the adaptive adjustment structure 3 is arranged inside the duct main body assembly 1. The adaptive adjustment structure 3 is connected to the duct quantity adjustment structure 2. The adaptive adjustment structure 3 includes a sensing assembly, a transmission assembly and an execution assembly.

[0033] The duct quantity adjustment structure 2 includes a fixed frame 201, a fixed bracket 202, a first connecting rod 203, a fixed shaft 204, a sliding adjustment plate 205, a connecting bracket 206, a second connecting rod 207, a connecting shaft 208, a pin shaft 209, a rotating shaft 210, a driven bevel gear 211 and a driving connecting rod 212. The fixed frame 201 is fixedly connected to the duct main body assembly 1, the fixed bracket 202 is fixedly connected to the inner surface of the fixed frame 201, one end of the first connecting rod 203 is rotatably connected between the fixed brackets 202, the fixed shaft 204 passes through and is fixedly connected to the fixed bracket 202, the first connecting rod 203 is rotatably connected to the fixed shaft 204, the sliding adjustment plate 205 is slidably connected to the inside of the fixed frame 201, the connecting bracket 206 is fixedly connected to the outer surface of the sliding adjustment plate 205, one end of the second connecting rod 207 is rotatably connected between the connecting brackets 206, the connecting shaft 208 passes through and is fixedly connected to the connecting bracket 206, the second connecting rod 207 is rotatably connected to the connecting shaft 208, the pin shaft 209 passes through and is rotatably connected to the end of the second connecting rod 207 far from the connecting shaft 208 and the end of the first connecting rod 203 far from the fixed shaft 204, the rotating shaft 210 is rotatably connected to the fixed frame 201, the driven bevel gear 211 is fixedly connected to the rotating shaft 210, the driving connecting rod 212 is fixedly connected to the rotating shaft 210, and a sliding groove 213 is formed in the driving connecting rod 212. The pin shaft 209 is slidably connected to the sliding groove 213.

[0034] The sensing assembly includes a rotating mounting rod 301, an impeller 302, a torsion spring 303, a driving gear ring 304, a driven gear 305, a transmission shaft 306, a driving gear 307 and a first support bracket 324. The rotating mounting rod 301 is rotatably connected to the air duct main body assembly 1. The impeller 302 is fixedly connected to the rotating mounting rod 301. The torsion spring 303 is arranged between the rotating mounting rod 301 and the air duct main body assembly 1. One end of the torsion spring 303 is fixedly connected to the air duct main body assembly 1, and the other end of the torsion spring 303 is fixedly connected to the rotating mounting rod 301. The driving gear ring 304 is fixedly connected to the rotating mounting rod 301. The driven gear 305 is meshed with the driving gear ring 304. The transmission shaft 306 is fixedly connected to the driven gear 305. The driving gear 307 is fixedly connected to one end of the transmission shaft 306 away from the driven gear 305. The first support bracket 324 is fixedly connected to the air duct main body assembly 1. The transmission shaft 306 passes through and is rotatably connected to the first support bracket 324.

[0035] The transmission assembly includes a first lifting rack plate 308, a movable lever 309, a second lifting rack plate 311, a positioning block 312, a fulcrum shaft 313, a driving pulley 314, a fixed tooth 315, a mounting shaft 316 and a second support bracket 325. The first lifting rack plate 308 is slidably connected to the inner surface of the air duct main body assembly 1. The movable lever 309 is arranged inside the air duct main body assembly 1. Moving grooves 310 are formed at both ends of the movable lever 309. A second lifting rack plate 311 is arranged on the side surface of the first lifting rack plate 308. Positioning blocks 312 are fixedly connected to the outer surfaces of the first lifting rack plate 308 and the second lifting rack plate 311 respectively. The positioning blocks 312 are respectively slidably connected in the moving grooves 310. The fulcrum shaft 313 passes through and is rotatably connected to the movable lever 309. The fulcrum shaft 313 is fixedly connected to the inner surface of the air duct main body assembly 1. The driving pulley 314 is arranged on one side of the second lifting rack plate 311. The fixed tooth 315 is fixedly connected to the outer surface of the driving pulley 314. The mounting shaft 316 is fixedly connected to the driving pulley 314. The second support bracket 325 is fixedly connected to the inner surface of the air duct main body assembly 1. The mounting shaft 316 is rotatably connected to the second support bracket 325.

[0036] The execution component includes a driven pulley 317, a transmission belt 318, a docking rod 319, a driving bevel gear 320, a follower bevel gear 321, a connecting rod 322, a transmission bevel gear 323, a first support bracket 324, a third support bracket 326, and a fourth support bracket 327. The driven pulley 317 is arranged above the driving pulley 314. A transmission belt 318 is connected between the driving pulley 314 and the driven pulley 317. One end of the docking rod 319 is fixedly connected to the driven pulley 317. The driving bevel gear 320 is fixedly connected to the end of the docking rod 319 away from the driven pulley 317. The follower bevel gear 321 is meshed and connected to the driving bevel gear 320. One end of the connecting rod 322 is fixedly connected to the follower bevel gear 321. The transmission bevel gear 323 is fixedly connected to the end of the connecting rod 322 away from the follower bevel gear 321. The third support bracket 326 is fixedly connected to the air duct main body assembly 1. The docking rod 319 passes through and is rotatably connected to the third support bracket 326. The fourth support bracket 327 is fixedly connected to the air duct main body assembly 1. The connecting rod 322 passes through and is rotatably connected to the fourth support bracket 327.

[0037] The air duct main body assembly 1 includes an air duct housing 101, a support plate 102, an air induction fan 103, a fixed cover 104, and a filter screen plate 105. The support plate 102 is fixedly connected to the inner surface of the air duct housing 101. The air induction fan 103 is fixedly connected to the support plate 102. The fixed cover 104 is fixedly connected to the air duct housing 101. The filter screen plate 105 is detachably connected to the inner surface of the fixed cover 104. A lifting sliding groove 106 is formed on the inner surface of the air duct housing 101.

[0038] The first lifting rack plate 308 and the second lifting rack plate 311 are both slidably connected in the lifting sliding groove 106. The driving gear 307 is meshed and connected to the first lifting rack plate 308. The driving pulley 314 is meshed and connected to the second lifting rack plate 311 through a fixed tooth 315. The transmission bevel gear 323 is meshed and connected to the driven bevel gear 211. The impellers 302 are evenly distributed on the rotating mounting rod 301. The driving toothed rings 304 are symmetrically arranged on the rotating mounting rod 301.

[0039] The adaptive adjustment structure 3 is symmetrically arranged inside the air duct housing 101. The distance between the fulcrum shaft 313 and the end of the movable lever 309 close to the first lifting rack plate 308 is greater than the distance between the fulcrum shaft 313 and the end of the movable lever 309 close to the second lifting rack plate 311. The sliding adjustment plates 205 are symmetrically arranged inside the fixed frame 201. The displacement directions of the sliding adjustment plates 205 are opposite.

[0040] During specific use, install the entire device. After the installation is completed, the staff starts the induced draft fan 103 through the control system of the rail vehicle. After the induced draft fan 103 starts, it sucks in the outside air into the air duct housing 101. Before the air enters the air duct housing 101, it will pass through the filter screen plate 105 for filtration, greatly reducing the amount of impurities contained in the air entering the interior of the air duct housing 101, and thus reducing the noise when the air entering the interior of the air duct housing 101 comes into contact with the air duct housing 101.

[0041] In the case of a small air intake volume, the impeller 302 cannot drive the rotating mounting rod 301 to overcome the supporting force provided by the torsion spring 303. Therefore, the rotating mounting rod 301 cannot rotate. When the control system increases the power of the induced draft fan 103 to increase the air intake volume, after the air intake volume increases to a certain extent, the impeller 302 will be driven by the air flow to control the rotating mounting rod 301 to overcome the supporting force provided by the torsion spring 303 and rotate. At this time, the rotating mounting rod 301 drives the driven gear 305 to rotate through the driving gear ring 304. The driven gear 305 drives the driving gear 307 to rotate through the transmission shaft 306. As the driving gear 307 rotates, the driving gear 307 will drive the lifting rack plate one 308 to move downward, and while the driving gear 307 moves downward, it will drive the positioning block 312 to move downward. At this time, the positioning block 312 will drive the movable lever 309 to rotate around the fulcrum shaft 313. After the movable lever 309 rotates, it drives the lifting rack plate two 311 to slide upward along the lifting chute 106 through the positioning block 312 provided on the lifting rack plate two 311. The upward sliding of the lifting rack plate two 311 drives the driving pulley 314 to rotate through the fixed engaging teeth 315. The driving pulley 314 drives the driven pulley 317 to rotate through the transmission belt 318. The driven pulley 317 drives the driving bevel gear 320 to rotate synchronously through the docking rod 319. The driving bevel gear 320 drives the follower bevel gear 321 to rotate. The follower bevel gear 321 drives the transmission bevel gear 323 to rotate synchronously through the connecting rod 322.

[0042] After the transmission bevel gear 323 rotates, it will drive the driven bevel gear 211 to rotate. The driven bevel gear 211 drives the rotating shaft 210 to rotate. The rotating shaft 210 drives the driving connecting rod 212 to rotate. As the driving connecting rod 212 rotates, the driving connecting rod 212 will drive the pin shaft 209 to perform an arc motion. When the pin shaft 209 performs an arc motion, it will cause corresponding angular changes in the first connecting rod 203 and the second connecting rod 207, and further cause the sliding adjustment plate 205 to slide relatively within the fixed frame 201, changing the fixed frame 201 from the original double air duct to a triple air duct, thereby effectively reducing the generated noise in the case of an increased air volume.

[0043] After the air volume decreases and the force exerted by the air on the impeller 302 to rotate cannot overcome the force provided by the torsion spring 303, the rotating mounting rod 301 will rotate in the reverse direction driven by the impeller 302, thereby resetting the sliding adjustment plate 205 to the initial position, and the three air ducts of the fixed frame 201 will be changed back to two air ducts. The above is the overall working process of the present invention. Just repeat this step when using it next time, and the actual operation process is very simple and easy.

[0044] It should be noted that in this article, relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, article or device comprising a series of elements not only includes those elements, but also includes other elements not expressly listed, or also includes elements inherent to such process, method, article or device.

[0045] Although the embodiments of the present invention have been shown and described, for those of ordinary skill in the art, it can be understood that various changes, modifications, substitutions and variations can be made to these embodiments without departing from the principles and spirit of the present invention. The scope of the present invention is defined by the appended claims and their equivalents.

[0046] The above describes the present invention and its implementation manners. This description is not restrictive. What is shown in the drawings is only one of the implementation manners of the present invention, and the actual structure is not limited thereto. Generally speaking, if those of ordinary skill in the art are inspired by it and design similar structural manners and embodiments without creative work without departing from the purpose of the present invention, they should all fall within the protection scope of the present invention.

Claims

1. A low-noise air-conditioning duct for rail vehicles, characterized in that: It includes an air duct main body assembly (1), an air duct quantity adjustment structure (2), and an adaptive adjustment structure (3). The air duct quantity adjustment structure (2) is arranged inside the air duct main body assembly (1), the adaptive adjustment structure (3) is arranged inside the air duct main body assembly (1), the adaptive adjustment structure (3) is connected to the air duct quantity adjustment structure (2), and the adaptive adjustment structure (3) includes a sensing component, a transmission component, and an execution component.

2. The low-noise air-conditioning air duct for rail vehicles according to claim 1, wherein: The air duct quantity adjustment structure (2) includes a fixed frame (201), a fixed support (202), a first connecting rod (203), a fixed shaft (204), a sliding adjustment plate (205), a connecting support (206), a second connecting rod (207), a connecting shaft (208), a pin shaft (209), a rotating shaft (210), a driven bevel gear (211), and a driving connecting rod (212). The fixed frame (201) is fixedly connected to the air duct main body assembly (1), the fixed support (202) is fixedly connected to the inner surface of the fixed frame (201), one end of the first connecting rod (203) is rotatably connected between the fixed supports (202), the fixed shaft (204) penetrates and is fixedly connected to the fixed support (202), the first connecting rod (203) is rotatably connected to the fixed shaft (204), the sliding adjustment plate (205) is slidably connected inside the fixed frame (201), the connecting support (206) is fixedly connected to the outer surface of the sliding adjustment plate (205), one end of the second connecting rod (207) is rotatably connected between the connecting supports (206), the connecting shaft (208) penetrates and is fixedly connected to the connecting support (206), the second connecting rod (207) is rotatably connected to the connecting shaft (208), the pin shaft (209) penetrates and is rotatably connected to one end of the second connecting rod (207) far from the connecting shaft (208) and one end of the first connecting rod (203) far from the fixed shaft (204), the rotating shaft (210) is rotatably connected to the fixed frame (201), the driven bevel gear (211) is fixedly connected to the rotating shaft (210), the driving connecting rod (212) is fixedly connected to the rotating shaft (210), a sliding groove (213) is formed in the driving connecting rod (212), and the pin shaft (209) is slidably connected inside the sliding groove (213).

3. The low-noise air-conditioning air duct for rail vehicles according to claim 2, characterized in that: The induction component includes a rotating mounting rod (301), an impeller (302), a torsion spring (303), a driving toothed ring (304), a driven gear (305), a transmission shaft (306), a driving gear (307), and a first support bracket (324). The rotating mounting rod (301) is rotatably connected to the air duct main body assembly (1). The impeller (302) is fixedly connected to the rotating mounting rod (301). The torsion spring (303) is arranged between the rotating mounting rod (301) and the air duct main body assembly (1). One end of the torsion spring (303) is fixedly connected to the air duct main body assembly (1), and the other end of the torsion spring (303) is fixedly connected to the rotating mounting rod (301). The driving toothed ring (304) is fixedly connected to the rotating mounting rod (301). The driven gear (305) is meshed with the driving toothed ring (304). The transmission shaft (306) is fixedly connected to the driven gear (305). The driving gear (307) is fixedly connected to one end of the transmission shaft (306) away from the driven gear (305). The first support bracket (324) is fixedly connected to the air duct main body assembly (1). The transmission shaft (306) passes through and is rotatably connected to the first support bracket (324).

4. The low-noise air-conditioning air duct for rail vehicles according to claim 3, characterized in that: The transmission component includes a first lifting rack plate (308), a movable lever (309), a second lifting rack plate (311), a positioning block (312), a fulcrum shaft (313), a driving pulley (314), a fixed tooth (315), a mounting shaft (316), and a second support bracket (325). The first lifting rack plate (308) is slidably connected to the inner surface of the air duct main body assembly (1). The movable lever (309) is arranged inside the air duct main body assembly (1). Moving grooves (310) are formed at both ends of the movable lever (309). A second lifting rack plate (311) is arranged on the side surface of the first lifting rack plate (308). Positioning blocks (312) are fixedly connected to the outer surfaces of the first lifting rack plate (308) and the second lifting rack plate (311). The positioning blocks (312) are respectively slidably connected inside the moving grooves (310). The fulcrum shaft (313) passes through and is rotatably connected to the movable lever (309). The fulcrum shaft (313) is fixedly connected to the inner surface of the air duct main body assembly (1). The driving pulley (314) is arranged on one side of the second lifting rack plate (311). The fixed tooth (315) is fixedly connected to the outer surface of the driving pulley (314). The mounting shaft (316) is fixedly connected to the driving pulley (314). The second support bracket (325) is fixedly connected to the inner surface of the air duct main body assembly (1). The mounting shaft (316) is rotatably connected to the second support bracket (325).

5. The low-noise air-conditioning air duct for rail vehicles according to claim 4, characterized in that: The execution component includes a driven pulley (317), a transmission belt (318), a docking rod (319), a driving bevel gear (320), a follower bevel gear (321), a connecting rod (322), a transmission bevel gear (323), a first support bracket (324), a third support bracket (326), and a fourth support bracket (327). The driven pulley (317) is arranged above the driving pulley (314). A transmission belt (318) is connected between the driving pulley (314) and the driven pulley (317). One end of the docking rod (319) is fixedly connected to the driven pulley (317). The driving bevel gear (320) is fixedly connected to the end of the docking rod (319) away from the driven pulley (317). The follower bevel gear (321) is meshed and connected to the driving bevel gear (320). One end of the connecting rod (322) is fixedly connected to the follower bevel gear (321). The transmission bevel gear (323) is fixedly connected to the end of the connecting rod (322) away from the follower bevel gear (321). The third support bracket (326) is fixedly connected to the air duct main body assembly (1). The docking rod (319) penetrates and is rotatably connected to the third support bracket (326). The fourth support bracket (327) is fixedly connected to the air duct main body assembly (1). The connecting rod (322) penetrates and is rotatably connected to the fourth support bracket (327).

6. The low-noise air-conditioning air duct for rail vehicles according to claim 5, characterized in that: The air duct main body assembly (1) includes an air duct housing (101), a support plate (102), an air induction fan (103), a fixed cover (104), and a filter screen plate (105). The support plate (102) is fixedly connected to the inner surface of the air duct housing (101). The air induction fan (103) is fixedly connected to the support plate (102). The fixed cover (104) is fixedly connected to the air duct housing (101). The filter screen plate (105) is detachably connected to the inner surface of the fixed cover (104). A lifting sliding groove (106) is formed on the inner surface of the air duct housing (101).

7. The low-noise air-conditioning air duct for rail vehicles according to claim 6, characterized in that: The first lifting rack plate (308) and the second lifting rack plate (311) are both slidably connected in the lifting sliding groove (106). The driving gear (307) is meshed and connected to the first lifting rack plate (308). The driving pulley (314) is meshed and connected to the second lifting rack plate (311) through a fixed tooth (315).

8. The low-noise air-conditioning air duct for rail vehicles according to claim 7, characterized in that: The transmission bevel gear (323) is meshed and connected to the driven bevel gear (211). The impellers (302) are evenly distributed on the rotating mounting rod (301). The driving toothed ring (304) is symmetrically arranged on the rotating mounting rod (301).

9. The low-noise air-conditioning air duct for rail vehicles as claimed in claim 8, wherein: The adaptive adjustment structure (3) is symmetrically arranged inside the air duct housing (101). The distance between the fulcrum shaft (313) and the end of the movable lever (309) close to the first lifting rack plate (308) is greater than the distance between the fulcrum shaft (313) and the end of the movable lever (309) close to the second lifting rack plate (311).

10. A low-noise air-conditioning air duct for rail vehicles according to claim 9, characterized in that: The sliding adjustment plates (205) are symmetrically arranged in the fixed frame (201), and the displacement directions of the sliding adjustment plates (205) are opposite to each other.

Images