A flow guide device for a locomotive side wall and a control method thereof

Abstract

This invention discloses a flow guiding device and its control method for a locomotive sidewall. The locomotive sidewall includes an air inlet. The flow guiding device includes an airfoil body, a rotating shaft drive mechanism, an airflow sensing module, and a control module. The rotating shaft drive mechanism fixes the airfoil body to the side of the air inlet near the locomotive's front and drives the airfoil body to rotate around the central axis of the air inlet. The airflow sensing module detects the air velocity and airflow rate during locomotive operation. The control module determines the theoretical rotation angle of the rotating shaft drive mechanism based on the air velocity, airflow rate, and a preset table, and controls the rotating shaft drive mechanism to drive the airfoil body to rotate to the theoretical rotation angle. This invention enables the airfoil body in the flow guiding device to adjust its relative angle with the air inlet by rotation under different locomotive operating conditions, ensuring that the airflow enters the air inlet at the optimal angle, achieving the best flow guiding effect, and improving wind and sand protection capability, airflow organization efficiency, and adaptability to complex environments.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, and in particular to a flow guiding device for the side wall of a locomotive and its control method. Background Technology

[0002] As the primary power source for China's national railway locomotives, the stable operation and performance of diesel engines are highly dependent on the effective supply of air from the intake system. During diesel engine operation, air cleanliness and intake volume are two core intake factors that determine the quality and ratio of the combustible mixture in the cylinder. These two factors jointly affect the diesel engine's power output, fuel economy, emissions levels, and the service life of its core components. Meanwhile, in actual operation, national railway locomotives frequently encounter complex operating conditions such as climbing hills, changing loads, and operating at high altitudes, placing higher demands on the adaptability of the intake system.

[0003] Regarding air quality, the routes traversed by China Railway locomotives are often accompanied by high concentrations of dust and particulate matter, typically in freight lines, infrastructure construction sections, and areas prone to sandstorms. If unclean air directly enters the diesel engine's intake system, it will severely damage the combustion structure, manifesting primarily in filter clogging and component wear. When sand and dust particles enter the intake with the airflow, they rapidly wear down core components, leading to a continuous decline in diesel engine performance. Even with the intake regulation system operating normally, it cannot maintain a stable output of rated power. Simultaneously, if the intake air volume cannot meet combustion requirements, the diesel engine will experience direct power and fuel economy issues, rendering cleaning filtration meaningless. Especially under special operating conditions such as high altitudes, dusty environments, and high loads, locomotives need to use turbochargers to forcibly increase the intake air volume, coupled with high-efficiency air filters (such as multi-stage filters and dust pre-filters). The synergistic effect of these two measures ensures that the diesel engine can maintain its rated performance under complex operating conditions while preventing abnormal component wear. Therefore, the quality of the intake air plays a crucial role in the performance and operational reliability of diesel engines.

[0004] Currently, in the sidewall air intake structure design of existing national railway locomotives, the sidewall surface from the front to the middle of the locomotive maintains a completely flat or highly curved smooth surface, without any protrusions, guide vanes, or additional aerodynamic structures. The air intake is directly embedded in the flat wall surface, and no pre-guided or pre-separation device is installed in front of it. The airflow relies entirely on the natural flow of the wall boundary layer formed as the locomotive moves forward. However, this parallel and unguided sidewall design results in insufficient wind and sand protection, low airflow organization efficiency, and poor overall adaptability in complex environments such as sandstorms, rain, snow, and high-speed operation, causing many adverse effects on the diesel engine intake system. Summary of the Invention

[0005] This invention provides a flow guiding device and its control method for locomotive sidewalls. It enables the airfoil body in the flow guiding device to adjust its relative angle with the air intake by rotating under different operating conditions of the locomotive, ensuring that the airflow enters the air intake at the optimal angle, achieving the best flow guiding effect, and improving wind and sand protection capability, airflow organization efficiency and adaptability to complex environments.

[0006] In a first aspect, the present invention provides a flow guiding device for a locomotive sidewall, the locomotive sidewall including an air inlet, the flow guiding device comprising: The airfoil body includes a first upper arc surface, a first lower arc surface, and a first airfoil leading edge. The leading end of the first upper arc surface and the leading end of the first lower arc surface are connected through the leading edge of the first airfoil, and the trailing end of the first upper arc surface and the trailing end of the first lower arc surface are connected. The leading end is the end of the first upper arc surface and the first lower arc surface that is away from the air inlet. A rotating shaft drive mechanism, with one end fixedly connected to the airfoil body and the other end fixedly connected to the locomotive side wall, is used to fix the airfoil body to the side of the air intake near the locomotive head and drive the airfoil body to rotate around the central axis of the air intake; An airflow sensing module, fixed to the side wall of the locomotive, is used to detect the airflow speed and intake flow rate when the locomotive is running; The control module, connected to both the rotating shaft drive mechanism and the airflow sensing module, is used for: The theoretical rotation angle of the rotating shaft drive mechanism is determined based on the air velocity, the intake air flow rate, and a preset table. The rotating shaft drive mechanism is controlled to drive the airfoil body to rotate to the theoretical rotation angle.

[0007] Optionally, the locomotive includes a speed detection module and an airflow direction detection module; the airflow guiding device also includes an angle detection module. The angle detection module is used to detect the actual rotation angle of the airfoil body; The control module is connected to the vehicle speed detection module, the airflow direction detection module, and the angle detection module respectively, and is used for: Receive the real-time vehicle speed detected by the vehicle speed detection module, and receive the airflow direction detected by the airflow direction detection module; When the airflow direction and the actual rotation angle do not meet the preset angle, the rotating shaft drive mechanism is controlled to drive the airfoil body to rotate until the airflow direction and the actual rotation angle meet the preset angle or the actual rotation angle reaches the preset angle threshold.

[0008] Optionally, when the rotation angle of the airfoil body around the central axis of the air inlet reaches a preset angle threshold, the orthographic projection length of the airfoil body in the direction of the air inlet is 1.2 to 1.5 times the length of the air inlet.

[0009] Optionally, the flow guiding device further includes a first filter blade, a first connecting structure, and a first sand-blocking structure; The first filter blade includes a second upper arc surface, a second lower arc surface, and a second airfoil leading edge; the first end of the second upper arc surface and the first end of the second lower arc surface are connected by the second airfoil leading edge, and the tail end of the second upper arc surface and the tail end of the second lower arc surface are connected. The second upper arc surface is fixedly connected to the first lower arc surface through the first connecting structure, and there is a first gap between the upper arc surface and the first lower arc surface; the first filter blade is located between the leading edge of the first airfoil of the airfoil body and the rotating shaft drive mechanism; The second lower arc surface includes a first groove and a second groove, wherein the first groove is located between the leading edge of the second airfoil and the second groove; The first sand-blocking structure is located between the second groove and the tail end of the second lower arc surface, and is fixedly connected to the second lower arc surface.

[0010] Optionally, the minimum distance between the leading edge of the first airfoil and the locomotive sidewall is less than the maximum distance between the leading edge of the second airfoil and the locomotive sidewall.

[0011] Optionally, the flow guiding device further includes a second filter blade, a second connecting structure, and a second sand-blocking structure; The second filter blade includes a third upper arc surface, a third lower arc surface, and a third airfoil leading edge; the first end of the third upper arc surface and the first end of the third lower arc surface are connected through the third airfoil leading edge, and the last end of the third upper arc surface and the last end of the third lower arc surface are connected. The third upper arc surface is fixedly connected to the first lower arc surface through the second connecting structure, and there is a second gap between them; the second filter blade is located between the rotating shaft drive mechanism and the tail end of the first lower arc surface; The third lower arc surface includes a third groove and a fourth groove, wherein the third groove is located between the leading edge of the third airfoil and the fourth groove; The second sand-blocking structure is located between the fourth groove and the tail end of the third lower arc surface, and is fixedly connected to the third lower arc surface.

[0012] Optionally, the second filter blade further includes an upturned tail end structure; the upturned tail end structure is located at the tail end of the third upper arc surface and faces the first lower arc surface; there is a third gap between the upturned tail end structure and the first lower arc surface; wherein the third gap is smaller than the second gap.

[0013] Optionally, the flow guiding device further includes a third sand-blocking structure, which is located at the tail end of the first lower arc surface and is fixedly connected to the first lower arc surface.

[0014] Optionally, the flow guiding device further includes multiple air holes and an air collecting chamber; The air collection chamber is located on the first lower arc surface and coincides with the fourth groove in a direction perpendicular to the locomotive side wall; One end of the air hole is located on the surface of the first upper arc surface and is located between the tail end of the third upper arc surface and the tail end of the first lower arc surface along the direction of travel of the locomotive; the other end of the air hole extends inside the airfoil body to the air collection cavity and communicates with the air collection cavity.

[0015] Optionally, the angle between the extension direction of the vent and the tangent direction of the first upper arc surface at the vent location is 10° to 15°; the diameter of the vent is 4 to 6 mm.

[0016] Optionally, the airflow guiding device further includes a metal plate located between the airfoil body and the locomotive sidewall.

[0017] Optionally, the radius of curvature of the leading edge of the first airfoil is 200-300 mm.

[0018] Optionally, the airfoil body is made of foamed metal.

[0019] In a second aspect, the present invention also provides a control method for a flow guiding device for a locomotive sidewall, for controlling a flow guiding device for a locomotive sidewall as described in any one of the first aspects, the control method comprising: Acquire the air velocity and intake airflow detected by the airflow sensing module; The theoretical rotation angle of the rotating shaft drive mechanism is determined based on the air velocity, the intake air flow rate, and a preset table. The rotating shaft drive mechanism is controlled to drive the airfoil body to rotate to the theoretical rotation angle.

[0020] Optionally, the locomotive includes a speed detection module and an airflow direction detection module; the airflow guiding device also includes an angle detection module. Before acquiring the air velocity and intake airflow detected by the airflow sensing module, the following is also included: Receive the real-time locomotive speed detected by the vehicle speed detection module, and determine that the real-time locomotive speed has changed; After controlling the rotating shaft drive mechanism to drive the airfoil body to rotate to the theoretical rotation angle, the method further includes: Obtain the actual rotation angle of the airfoil body detected by the angle detection module; When the actual rotation angle does not reach the preset angle threshold, the air flow direction detected by the air flow direction detection module is received; When the airflow direction and the actual rotation angle do not meet the preset angle, the rotating shaft drive mechanism is controlled to drive the airfoil body to rotate until the airflow direction and the actual rotation angle meet the preset angle or the actual rotation angle reaches the preset angle threshold.

[0021] The present invention provides a flow guiding device and control method for a locomotive sidewall. By setting a flow guiding device with an airfoil body at the leading edge of the air inlet of the locomotive sidewall, when the locomotive is moving, the first airfoil leading edge of the airfoil body can effectively intercept large particles of sand and gravel carried in the high-speed incoming flow and make them slide down along the first lower arc surface. At the same time, the arc-shaped streamline structure of the first upper arc surface guides the clean airflow to adhere to the arc surface and flow in an orderly manner. Thus, on the basis of achieving gas-solid separation, the airflow entering the air inlet is rectified, effectively suppressing eddy current loss and improving the intake quality. Furthermore, the airfoil body is driven to rotate around the central axis of the air intake by a rotating shaft drive mechanism. Combined with the airflow sensing module and control module, the airflow velocity and intake flow rate during locomotive operation are monitored. The control module determines the theoretical rotation angle under the current operating condition according to a preset table and drives the airfoil body to rotate to the corresponding attitude. This ensures that the airfoil body in the air guide device can adjust its relative angle with the air intake by rotation under different operating conditions of the locomotive, so that the air intake is always within the stable airflow coverage range after air guide, ensuring that the airflow enters the air intake at the optimal angle. This achieves the best air guide effect under different operating conditions, effectively improving wind and sand protection capability, airflow organization efficiency and adaptability to complex environments, and ensuring the reliability of the diesel engine intake system and the overall stability of the engine operation.

[0022] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0024] Figure 1 and Figure 2 This is a schematic diagram of the structure of the locomotive sidewall in the prior art; Figure 3 and Figure 4 This is a schematic diagram of the locomotive sidewall provided in an embodiment of the present invention; Figure 5 This is a schematic diagram of a flow guiding device for a locomotive sidewall provided in an embodiment of the present invention; Figure 6 A side view of a flow guiding device for a locomotive sidewall provided in an embodiment of the present invention; Figure 7 This is a structural schematic diagram of the rotation angle of the airfoil body relative to the locomotive sidewall, provided in an embodiment of the present invention. Figure 8 This is a schematic diagram of the structure of a second filter blade provided in an embodiment of the present invention; Figure 9 A schematic flowchart illustrating a control method for a flow guiding device for a locomotive sidewall provided in an embodiment of the present invention; Figure 10 A schematic flowchart illustrating another control method for a flow guiding device for a locomotive sidewall provided in an embodiment of the present invention. Detailed Implementation

[0025] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0026] The terminology used in the embodiments of this invention is for the purpose of describing specific embodiments only and is not intended to limit the invention. It should be noted that directional terms such as "upper," "lower," "left," and "right" described in the embodiments of this invention are used to describe the angles shown in the accompanying drawings and should not be construed as limiting the embodiments of this invention. Furthermore, in the context, it should be understood that when referring to an element being formed "on" or "below" another element, it can be formed not only directly on or below the other element, but also indirectly on or below it through intermediate elements. The terms "first," "second," etc., are used for descriptive purposes only and do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0027] The term "comprising" and its variations as used in this invention are open-ended, meaning "including but not limited to". The term "based on" means "at least partially based on". The term "one embodiment" means "at least one embodiment".

[0028] It should be noted that the concepts of "first" and "second" mentioned in this invention are only used to distinguish the corresponding contents and are not used to limit the order or interdependence.

[0029] It should be noted that the terms "a" and "a plurality of" used in this invention are illustrative rather than restrictive. Those skilled in the art should understand that, unless otherwise expressly indicated in the context, they should be understood as "one or more".

[0030] Figure 1 and Figure 2 This is a schematic diagram of the structure of the locomotive sidewall in the prior art, such as... Figure 1 and Figure 2 As shown in area A, in the existing locomotive sidewall design, the air intake structure generally adopts a flat or highly curved smooth surface shape. The sidewall surface remains completely flat from the front to the middle of the locomotive, without any protrusions, guide vanes, or additional aerodynamic structures. The sidewall surface is merely a simple sheet metal component, without integration and optimization with the aerodynamic design. The air intake is directly embedded in the flat wall surface, and its edges are only treated with conventional rounded corners to eliminate stress concentration. However, no pre-guided flow device is installed in front of the air intake. The airflow is not guided in any organized way before reaching the air intake and relies entirely on the natural flow of the wall boundary layer formed during the locomotive's movement.

[0031] However, since smooth surfaces cannot alter the trajectory of sand and gravel particles, these particles impact the intake filter screen with the airflow in near-linear trajectories, leading to rapid clogging and accelerated wear, resulting in severely inadequate sand and dust protection. Simultaneously, under high-speed operating conditions, the smooth surface causes a significant thickening of the boundary layer, creating a localized low-pressure zone in front of the intake. This results in insufficient effective air intake, limiting diesel engine power output. Furthermore, the intake edge is prone to turbulence due to airflow separation, further degrading intake quality and leading to inefficient airflow organization. In addition, in dusty environments, sand and gravel directly intrude into the intake system, exacerbating equipment wear and significantly increasing maintenance frequency. In rainy or snowy weather, rainwater or snowflakes can easily enter the intake system with the airflow, posing a risk of water ingress. Under high-speed operating conditions, turbulent airflow organization may cause localized overheating or intake pressure fluctuations, affecting the diesel engine's operational stability and resulting in poor overall environmental adaptability.

[0032] Based on this, embodiments of the present invention provide a flow guiding device for the side wall of a locomotive. Figure 3 and Figure 4 This is a schematic diagram of the locomotive sidewall provided in an embodiment of the present invention. Figure 5 This is a schematic diagram of a flow guiding device for a locomotive sidewall provided in an embodiment of the present invention. Figure 6 A side view of a flow guiding device for a locomotive sidewall provided in an embodiment of the present invention, as shown below. Figures 3-6 As shown, the locomotive sidewall 1 includes an air inlet 11, and the airflow guiding device 2 includes an airfoil body 3, a rotating shaft drive mechanism 4, an airflow sensing module (not shown in the figure), and a control module (not shown in the figure). The airfoil body 3 includes a first upper arc surface 31, a first lower arc surface 32, and a first airfoil leading edge 33. The leading end of the first upper arc surface 31 and the leading end of the first lower arc surface 32 are connected through the first airfoil leading edge 33, and the trailing end of the first upper arc surface 31 and the trailing end of the first lower arc surface 32 are connected. The leading end is the end of the first upper arc surface 31 and the first lower arc surface 32 that is away from the air inlet 1. One end of the rotating shaft drive mechanism 2 is fixedly connected to the airfoil body 3, and the other end is fixedly connected to the locomotive side wall 1. It is used to fix the airfoil body 3 to the side of the air intake 1 near the locomotive head and drive the airfoil body 3 to rotate around the central axis AA of the air intake 11. The airflow sensing module is fixed on the locomotive side wall 1 and is used to detect the air velocity and intake flow rate when the locomotive is running. The control module is connected to the rotating shaft drive mechanism 4 and the airflow sensing module respectively and is used to: determine the theoretical rotation angle of the rotating shaft drive mechanism 4 according to the air velocity, intake flow rate and preset table; and control the rotating shaft drive mechanism 4 to drive the airfoil body 3 to rotate to the theoretical rotation angle.

[0033] Specifically, when the locomotive is in motion, the oncoming airflow flows at high speed relative to the locomotive side wall 1, and the sand and gravel particles carried in the airflow move with the airflow. If there is no guiding structure in front of the air inlet 11, the sand and gravel will enter the air inlet 11 in a straight line with the airflow, causing direct impact on the filter device at the air inlet 11. Therefore, a guiding device 2 is installed on the side of the air inlet 11 near the locomotive head on the locomotive side wall 1. When the airflow approaches the guiding device 2, the guiding device 2 can intervene and guide the incoming flow in an organized manner, so that the clean airflow enters the air inlet 11 in an orderly manner, while pre-separating the sand and gravel particles.

[0034] refer to Figures 3-6 The airflow guiding device 2 includes an airfoil body 3, which includes a first upper arc surface 31, a first lower arc surface 32, and a first airfoil leading edge 33. The leading ends of the first upper arc surface 31 and the first lower arc surface 32 are connected by the first airfoil leading edge 33, and the trailing ends of the first upper arc surface 31 and the first lower arc surface 32 are connected. The leading end is the end of the first upper arc surface 31 and the first lower arc surface 32 away from the air intake 1, that is, the end facing the direction of locomotive travel. When a high-speed airflow carrying sand particles approaches the airflow guiding device 2, the larger sand particles with greater mass and stronger inertia in the airflow first collide with the first airfoil leading edge 33 of the airfoil body 3. Due to the large inertia of the particles, they cannot deflect quickly with the airflow. These sand particles are directly blocked by the first airfoil leading edge 33 and slide down the surface of the first lower arc surface 32, thus separating from the mainstream airflow and preventing them from entering the air intake 11. At the same time, the remaining airflow flows at high speed along the surface of the first upper arc surface 31 of the airfoil body 3. In an optional embodiment, the radius of curvature of the leading edge 33 of the first airfoil is 200-300 mm, forming a profile that is gentler at the top and steeper at the bottom. This ensures that the airflow adheres smoothly along the curved surface while effectively blocking large sand particles. The airfoil body 3 adopts an arc-shaped streamlined surface structure, and its geometry meets the aerodynamic requirements of the Coanda effect. This effectively guides the airflow to adhere and flow along the curved surface. By utilizing the Coanda effect, the airflow is tightly attached to the surface of the first upper arc surface 31, thereby achieving the rectification of the airflow, effectively suppressing eddy current losses, and maintaining the stability and directionality of the airflow. When the airflow flows along the surface of the first upper arc surface 31 to the tail end of the first upper arc surface 31, the airflow remains attached and smoothly detaches from the airfoil body 3 under the continuous action of the Coanda effect. Since the airfoil body 3 is located at the leading edge of the air inlet 11, the airflow can directly enter the air inlet 11 in an organized flow direction, thus ensuring sufficient air intake and smooth airflow, while avoiding turbulence from interfering with the air intake quality, and realizing the dual functions of wind and sand separation and airflow rectification.

[0035] Furthermore, the airflow guiding device 2 also includes a rotating shaft drive mechanism 4. The airfoil body 3 is fixed to the locomotive sidewall 1 via the rotating shaft drive mechanism 4, and the rotating shaft drive mechanism 4 can drive the airfoil body 3 to rotate around the central axis AA of the air intake 11, that is, the airfoil body 3 always adheres to the surface of the locomotive sidewall 1 during rotational movement. Through this rotational adjustment, the airfoil body 3 can adjust its attitude under different incoming flow directions and different operating conditions, so that it completely covers the leading edge area of ​​the air intake 11, thereby ensuring that the air intake 11 is always within the stable airflow coverage range after being guided, regardless of different vehicle speeds and wind directions.

[0036] Furthermore, the airflow guiding device 2 also includes an airflow sensing module and a control module. The airflow sensing module is fixed to the locomotive side wall 1 and is used to detect the air velocity and intake flow rate during locomotive operation. The control module is connected to both the shaft drive mechanism 4 and the airflow sensing module. The control module has a pre-set table showing the correspondence between air velocity, intake flow rate, and the theoretical rotation angle of the shaft drive mechanism 4. Based on the air velocity and intake flow rate collected by the airflow sensing module, the control module determines the theoretical rotation angle of the shaft drive mechanism 4 under the current operating condition by consulting the pre-set table, and outputs a corresponding drive command to the shaft drive mechanism 4 according to the theoretical rotation angle. This causes the shaft drive mechanism 4 to rotate the airfoil body 3 to the target attitude position corresponding to the theoretical rotation angle. Thus, under different operating conditions of the locomotive, the airfoil body 3 in the airflow guiding device 2 can adjust its relative angle with the air intake 11 by rotation, ensuring that the air intake 11 is always within the optimal airflow coverage area under the airflow guiding effect of the airfoil body 3, thereby achieving the best airflow guiding effect under different operating conditions.

[0037] This invention provides a flow guide device with an airfoil body at the leading edge of the air intake on the side wall of the locomotive. When the locomotive is moving, the leading edge of the first airfoil body can effectively intercept large particles of sand and gravel carried in the high-speed incoming flow and make them slide down along the first lower arc surface. At the same time, the arc-shaped streamline structure of the first upper arc surface guides the clean airflow to adhere to the arc surface and flow in an orderly manner. Thus, the airflow entering the air intake is rectified on the basis of achieving gas-solid separation, effectively suppressing eddy current losses and improving the intake quality. Furthermore, the airfoil body is driven to rotate around the central axis of the air intake by a rotating shaft drive mechanism. Combined with the airflow sensing module and control module, the airflow velocity and intake flow rate during locomotive operation are monitored. The control module determines the theoretical rotation angle under the current operating condition according to a preset table and drives the airfoil body to rotate to the corresponding attitude. This ensures that the airfoil body in the air guide device can adjust its relative angle with the air intake by rotation under different operating conditions of the locomotive, so that the air intake is always within the stable airflow coverage range after air guide, ensuring that the airflow enters the air intake at the optimal angle. This achieves the best air guide effect under different operating conditions, effectively improving wind and sand protection capability, airflow organization efficiency and adaptability to complex environments, and ensuring the reliability of the diesel engine intake system and the overall stability of the engine operation.

[0038] Optionally, the locomotive includes a speed detection module and an airflow direction detection module, and the airflow guide device 2 also includes an angle detection module (not shown in the figure). The angle detection module is used to detect the actual rotation angle of the airfoil body 3. The control module is connected to the speed detection module, the airflow direction detection module and the angle detection module respectively, and is used to receive the real-time locomotive speed detected by the speed detection module and the airflow direction detected by the airflow direction detection module. When the airflow direction and the actual rotation angle do not meet the preset angle, the control shaft drive mechanism 4 drives the airfoil body 3 to rotate until the airflow direction and the actual rotation angle meet the preset angle or the actual rotation angle reaches the preset angle threshold.

[0039] Specifically, locomotives are typically equipped with a speed detection module and an airflow direction detection module, which are used to detect the locomotive's real-time speed and the airflow direction during locomotive operation, respectively. These two signals are the basic status information required for the operation of the locomotive's overall control system. Based on this, the control module in the airflow guiding device 2 can directly receive the locomotive's real-time speed and airflow direction from the speed detection module and the airflow direction detection module, without the need for additional similar detection components.

[0040] When the control module detects a change in the locomotive's real-time speed, it indicates that the locomotive's operating conditions have changed, and the speed and state of the oncoming airflow have changed accordingly. The original attitude of the airfoil body 3 may no longer be suitable for the aerodynamic requirements under the current operating conditions. At this time, the control module further acquires the airflow velocity and intake flow detected by the airflow sensing module, and determines the theoretical rotation angle of the shaft drive mechanism 4 under the current operating conditions based on the airflow velocity, intake flow, and a preset table. Then, it controls the shaft drive mechanism 4 to drive the airfoil body 3 to rotate to the attitude position corresponding to the theoretical rotation angle.

[0041] However, during the actual execution of the rotation of the airfoil body 3 by the rotating shaft drive mechanism 4, when the rotating shaft drive mechanism 4 reaches the theoretical rotation angle, due to the influence of actual working condition deviations such as mechanical transmission errors, the actual rotation angle of the airfoil body 3 may deviate from the theoretically expected position, resulting in the airfoil body 3's attitude failing to accurately reach the expected airflow guiding position. Therefore, the airflow guiding device 2 also includes an angle detection module for real-time detection of the actual rotation angle of the airfoil body 3, enabling closed-loop monitoring of the airfoil body 3's actual attitude. At this time, the control module determines whether the airfoil body 3 has reached the expected airflow guiding attitude position based on the angle relationship between the airflow direction detected by the airflow direction detection module and the actual rotation angle detected by the angle detection module.

[0042] Specifically, when the control module determines that the current airflow direction and the actual rotation angle do not meet the preset angle, it indicates that the airfoil body 3 is not yet in the optimal airflow orientation under the current vehicle speed and incoming flow direction. At this time, the control module controls the rotating shaft drive mechanism 4 to continue driving the airfoil body 3 to rotate, and continuously receives feedback signals from the angle detection module during the rotation process until the airflow direction and the actual rotation angle meet the preset angle relationship and then the rotation stops. Alternatively, during the adjustment process, if the actual rotation angle of the airfoil body 3 reaches the preset angle threshold first, the rotation also stops to avoid the airfoil body 3 exceeding the reasonable adjustment range. For example, the preset angle can be 90°.

[0043] This invention embodiment detects the actual rotation angle of the airfoil body by setting an angle detection module, and receives the real-time locomotive speed detected by the vehicle speed detection module and the airflow direction detected by the airflow direction detection module. In this way, the actual rotation angle of the airfoil body is adjusted in real time, ensuring that the airfoil body can respond to the current incoming flow direction with a suitable attitude under different vehicle speed conditions, and achieving continuous optimization of the airflow guiding effect.

[0044] Optionally, Figure 7 This is a structural schematic diagram of the rotation angle of the airfoil body relative to the locomotive sidewall, provided by an embodiment of the present invention. Figure 3 and Figure 7As shown, when the rotation angle of the airfoil body 3 around the central axis AA of the air inlet 11 reaches a preset angle threshold, the orthogonal projection length L1 of the airfoil body 3 in the direction of the air inlet 11 is 1.2 to 1.5 times the length L2 of the air inlet 11.

[0045] Specifically, the preset angle threshold α refers to the angle between the position of the airfoil body 3 when it rotates upward to its maximum angle around the central axis AA of the air intake 11 and its position when it rotates downward to its maximum angle. "Upward" refers to the airfoil body 3 rotating upwards towards the roof along the vehicle height direction around the central axis AA, and "downward" refers to the airfoil body 3 rotating downwards towards the bottom of the vehicle along the vehicle height direction around the central axis AA. For example, the preset angle threshold α can be 30°, meaning that a total angle range of 30° is formed between the two extreme positions of 15° upward rotation and 15° downward rotation. Within this 30° dynamic deflection range, the airfoil body 3 continuously optimizes airflow organization and performs sand separation. When the airfoil body 3 rotates to the preset angle threshold α, the orthographic projection length L1 of the airfoil body 3 in the direction of the air inlet 11 is 1.2 to 1.5 times the length L2 of the air inlet 11. This ensures that the orthographic projection of the airfoil body 3 in the direction of the air inlet 11 always completely covers the opening area of ​​the air inlet 11 throughout the entire angle adjustment range. This ensures that the air inlet 11 is always within the coverage range of the stable airflow after being guided under different operating conditions, and avoids the air inlet 11 being exposed to the unguided airflow due to the excessive deflection angle of the airfoil body 3. This ensures the stability and reliability of the gas-solid separation effect and the intake quality under various operating conditions.

[0046] Furthermore, to prevent the airfoil body 3 from continuously abrading the locomotive sidewall 1 during rotation, in an optional embodiment, such as... Figure 5 and Figure 7 As shown, the airflow guiding device 2 also includes a metal plate 5, which is located between the airfoil body 3 and the locomotive side wall 1 to enhance the wear resistance and local structural strength of the locomotive side wall 1 and prevent friction damage caused by direct contact between the airfoil body 3 and the surface of the locomotive side wall 1 during repeated rotation and adjustment.

[0047] Optionally, such as Figure 5 and Figure 6As shown, the flow guiding device 2 also includes a first filter blade 61, a first connecting structure 62, and a first sand-blocking structure 63. The first filter blade 61 includes a second upper arc surface 611, a second lower arc surface 612, and a second airfoil leading edge 613. The leading ends of the second upper arc surface 611 and the second lower arc surface 612 are connected by the second airfoil leading edge 613, and the trailing ends of the second upper arc surface 611 and the second lower arc surface 612 are connected. The second upper arc surface 611 is fixedly connected to the first lower arc surface 32 via the first connecting structure 62, and a first gap exists between them. The first filter blade 61 is located between the first airfoil leading edge 33 of the airfoil body 3 and the rotating shaft drive mechanism 4. The second lower arc surface 612 includes a first groove 6121 and a second groove 6122, with the first groove 6121 located between the second airfoil leading edge 613 and the second groove 6122. The first sand-blocking structure 63 is located between the second groove 6122 and the tail end of the second lower arc surface 612, and is fixedly connected to the second lower arc surface 612.

[0048] Specifically, when the locomotive is running, the airflow carrying large sand particles collide with the leading edge 33 of the first airfoil. Due to inertia, the large sand particles are blocked by the leading edge 33 of the first airfoil and cannot deflect sharply with the airflow. Instead, they slide down along the surface of the first lower arc surface 32 and separate from the mainstream airflow, while the mainstream airflow flows at high speed along the surface of the first upper arc surface 31.

[0049] To further filter out residual sand particles in the airflow at the first lower arc surface 32, a first filter blade 61 is provided on the first lower arc surface 32 via a first connecting structure 62. The first filter blade 61 includes a second upper arc surface 611, a second lower arc surface 612, and a second airfoil leading edge 613, with a first gap between the second upper arc surface 611 and the first lower arc surface 32. When the airflow carrying sand particles enters the first lower arc surface 32, it first impacts the second airfoil leading edge 613 of the first filter blade 61. Due to inertia, the sand particles continue to move along their original direction into the second lower arc surface 612. The remaining airflow, due to the first gap between the second upper arc surface 611 and the first lower arc surface 32, and the fact that the arcuate structure of the second upper arc surface 611 satisfies the Coanda effect requirement, adheres to the upper surface of the second upper arc surface 611 and flows along the arc surface towards its tail end, and then towards the tail end of the first lower arc surface 32. In this way, residual sand particles in the area of ​​the first lower arc surface 32 are further intercepted and separated. It is understood that the dimension of the first filter blade 61 along the direction parallel to the locomotive height is consistent with the dimension of the airfoil body 3 along the direction parallel to the locomotive height, to ensure complete airflow coverage and effective guidance throughout the leading edge area of ​​the entire air intake 11. In an optional embodiment, the radius of curvature of the second airfoil leading edge 613 is 150~200mm.

[0050] In an optional embodiment, in order to allow the airflow carrying large particles to pass smoothly through the first filter blade 61 from the leading edge 33 of the first airfoil and avoid the escape of large particles, the minimum distance between the leading edge 33 of the first airfoil and the side wall 1 of the locomotive is less than the maximum distance between the leading edge 613 of the second airfoil and the side wall 1 of the locomotive. This allows sand particles entering the first lower arc surface 32 from the leading edge 33 of the first airfoil to be effectively blocked by the first filter blade 61, thereby achieving a reliable sand and dust filtration effect.

[0051] Furthermore, the second lower arc surface 612 includes a first groove 6121 and a second groove 6122. The first groove 6121 is located between the leading edge 613 of the second airfoil and the second groove 6122. After the sand particles carried in the airflow enter the second lower arc surface 612 under the action of inertia, the airflow passes through the first groove 6121 and the second groove 6122 in sequence. The first groove 6121 and the second groove 6122 form a two-layer stepped wave-shaped arc surface structure along the airflow direction, which further enhances the blocking effect of the sand particles. The inertia of the airflow causes the sand particles to gather in the specific area where the second groove 6122 is located.

[0052] Furthermore, to prevent sand particles accumulating near the second groove 6122 from continuing to travel towards the air inlet 11, the flow guiding device 2 is also provided with a first sand-blocking structure 63. The first sand-blocking structure 63 is located between the second groove 6122 and the tail end of the second lower arc surface 612, and is fixedly connected to the second lower arc surface 612. Sand particles accumulating near the second groove 6122 fall freely under the obstruction of the first sand-blocking structure 63, and cannot continue to travel forward with the airflow, thereby preventing sand particles from directly entering the air inlet 11. At the same time, the side of the first sand-blocking structure 63 away from the second lower arc surface 612 is in contact with the locomotive side wall 1, playing a dual role of sealing and support. For example, the first sand-blocking structure 63 is made of wear-resistant rubber strip with a Shore hardness of 60~70. It is understandable that, since the first filter blade 61 is connected to the first lower arc surface 32 of the airfoil body 3 through the first connecting structure 62, and the first sand-blocking structure 63 is connected to the second lower arc surface 612 of the first filter blade 61, when the rotating shaft drive mechanism 4 drives the airfoil body 3 to rotate around the central axis AA of the air inlet 11, the first filter blade 61, the first connecting structure 62 and the first sand-blocking structure 63 will also rotate together.

[0053] This invention, through the provision of a first filter blade on a first lower arc surface and a first and a second groove on a second lower arc surface, achieves secondary interception and graded separation of sand particles remaining in the airflow on the first lower arc surface after initial separation at the leading edge of the first airfoil. This causes the sand particles, under inertia, to accumulate in the area of ​​the second groove after passing through the first and second grooves, effectively reducing sand and dust in the airflow. Simultaneously, by providing a first sand-blocking structure between the second groove and the tail end of the second lower arc surface, the sand particles accumulated in this area are reliably blocked from entering the air inlet, preventing them from escaping with the airflow and directly entering the air inlet. This significantly enhances wind and sand protection capabilities, effectively reduces the filtration burden on subsequent filtration devices, extends the filter element replacement cycle and maintenance interval, and significantly reduces operation and maintenance costs.

[0054] Optionally, such as Figure 5 and Figure 6 As shown, the flow guiding device 2 also includes a second filter blade 71, a second connecting structure 72, and a second sand-blocking structure 73. The second filter blade 71 includes a third upper arc surface 711, a third lower arc surface 712, and a third airfoil leading edge 713. The leading ends of the third upper arc surface 711 and the third lower arc surface 712 are connected by the third airfoil leading edge 713, and the trailing ends of the third upper arc surface 711 and the third lower arc surface 712 are connected. The third upper arc surface 711 is fixedly connected to the first lower arc surface 32 through the second connecting structure 72, and there is a second gap between it and the first lower arc surface 32. The second filter blade 71 is located between the rotating shaft drive mechanism 4 and the trailing end of the first lower arc surface 32. The third lower arc surface 712 includes a third groove 7121 and a fourth groove 7122. The third groove 7121 is located between the third airfoil leading edge 713 and the fourth groove 7122. The second sand-blocking structure 73 is located between the fourth groove 7122 and the tail end of the third lower arc surface 712, and is fixedly connected to the third lower arc surface 712.

[0055] Specifically, Figure 8 This is a schematic diagram of the structure of a second filter blade provided in an embodiment of the present invention, as shown below. Figure 5 , Figure 6 and Figure 8As shown, the second filter blade 71 is located between the rotating shaft drive mechanism 4 and the tail end of the first lower arc surface 32, and is fixedly connected to the first lower arc surface 32 through the second connecting structure 72. That is, the airflow after being filtered by the first filter blade 61 will flow along the first lower arc surface 32 to the second filter blade 71. The second filter blade 71 includes a third upper arc surface 711, a third lower arc surface 712, and a third airfoil leading edge 713. When the airflow carrying a small amount of sand particles impacts the third airfoil leading edge 713 of the second filter blade 71, the sand particles continue to enter the third lower arc surface 712 side along the original direction of motion due to inertia. Since there is a second gap between the third upper arc surface 711 and the first lower arc surface 32 of the second filter blade 71, and the arc structure of the third upper arc surface 711 satisfies the Coanda effect requirement, the remaining airflow will adhere to the upper surface of the third upper arc surface 711 and flow along the arc surface to its tail end, and then flow to the tail end of the first lower arc surface 32. In this way, sand particles in the airflow are further filtered out, ensuring that the airflow entering the air intake 11 is clean. It is understood that the dimensions of the second filter blade 71 along the direction parallel to the locomotive height are consistent with the dimensions of the airfoil body 3 along the direction parallel to the locomotive height, so as to ensure complete coverage and effective guidance of the airflow in the entire leading edge area of ​​the air intake 11.

[0056] Furthermore, the third lower arc surface 712 includes a third groove 7121 and a fourth groove 7122. The third groove 7121 is located between the leading edge 713 of the third airfoil and the fourth groove 7122. A small amount of sand particles carried in the airflow enters the third lower arc surface 712 under the action of inertia. The airflow passes through the third groove 7121 and the fourth groove 7122 in sequence. The third groove 7121 and the fourth groove 7122 form a two-layer stepped wave-shaped arc surface structure along the airflow direction, which further enhances the blocking effect of sand particles. The airflow inertia causes the sand particles to gather in the specific area where the fourth groove 7122 is located.

[0057] Furthermore, to prevent sand particles accumulating near the fourth groove 7122 from continuing to travel towards the air inlet 11, the flow guiding device 2 is also equipped with a second sand-blocking structure 73. The second sand-blocking structure 73 is located between the fourth groove 7122 and the tail end of the third lower arc surface 712, and is fixedly connected to the third lower arc surface 712. Sand particles accumulating near the fourth groove 7122 fall freely under the obstruction of the second sand-blocking structure 73, unable to continue traveling forward with the airflow, thus preventing sand particles from directly entering the air inlet 11. Simultaneously, the side of the second sand-blocking structure 73 away from the third lower arc surface 712 is in contact with the locomotive side wall 1, serving a dual function of sealing and support. For example, the second sand-blocking structure 73 uses a wear-resistant rubber strip with a Shore hardness of 60-70. It is understandable that, since the second filter blade 71 is connected to the first lower arc surface 32 of the airfoil body 3 through the second connecting structure 72, and the second sand-blocking structure 73 is connected to the third lower arc surface 712 of the second connecting structure 72, when the rotating shaft drive mechanism 4 drives the airfoil body 3 to rotate around the central axis AA of the air inlet 11, the third upper arc surface 711, the third lower arc surface 712 and the third airfoil leading edge 713 will also rotate together.

[0058] This invention, by setting a second filter blade between the first filter blade and the tail of the airfoil body, achieves further filtration of residual sand particles in the airflow, ensuring that the airflow entering the air inlet is clean.

[0059] Optionally, such as Figure 5 , Figure 6 and Figure 8 As shown, the second filter blade 71 also includes a tail-end upturned structure 714. The tail-end upturned structure 714 is located at the tail end of the third upper arc surface 711 and faces the first lower arc surface 32. There is a third gap between the tail-end upturned structure 714 and the first lower arc surface 32, wherein the third gap is smaller than the second gap.

[0060] Specifically, for the second filter blade 71, the tail end of its third upper arc surface 711 is bent and raised towards the first lower arc surface 32, forming a tail-end upturned structure 714. A third gap exists between the tail-end upturned structure 714 and the first lower arc surface 32. When the airflow flows along the third upper arc surface 711 to its tail end, due to the obstruction of the tail-end upturned structure 714 and the narrowing effect of the third gap, a local low-pressure vortex zone is formed at position B near the tail-end upturned structure 714. Sand particles in the airflow, due to their much greater inertia than the airflow, are less likely to follow the airflow and undergo a sharp turn at the narrowing gap. Therefore, they are more easily drawn into this vortex zone and decelerated and deposited there. The rotation direction of the vortex is opposite to the mainstream airflow direction, forming a cycle of trapping and depositing, significantly reducing the probability of sand particles escaping with the airflow into the air inlet 11. Meanwhile, the upturned tail structure 714 adopts a smooth transition curved profile, which allows the airflow to maintain adhesion by utilizing the Coanda effect when flowing along the curved profile, avoiding airflow separation at the tail end, thereby reducing energy loss and making the range and intensity of the vortex zone more controllable, taking into account both sand deposition effect and airflow efficiency.

[0061] In an optional embodiment, the airflow guiding device 2 further includes a third sand-blocking structure 8, which is located at the tail end of the first lower arc surface 32 and is fixedly connected to the first lower arc surface 32. The third sand-blocking structure 8 is used to finally intercept residual sand particles that may still move with the airflow to the tail end of the first lower arc surface 32 after multi-stage filtration. At the same time, the vortex area formed by the high-speed airflow at the tail end upturned structure 714 can also form an air curtain to a certain extent. Combined with the third sand-blocking structure 8, it can further block sand particles from entering the air inlet 11 area, thereby improving the cleanliness of the air entering the air inlet 11 from multiple dimensions.

[0062] This invention, through a tail-end upturned structure that bends towards the first lower arc surface at the tail end of the third upper arc surface of the second filter blade, and makes the third gap smaller than the second gap, creates a local low-pressure vortex zone when airflow passes through the tail end. Sand particles are drawn into the vortex due to inertia, slowed down, and deposited, significantly reducing the probability of escape. At the same time, the smooth transition of the tail-end upturned structure keeps the airflow adhering, avoiding energy loss. The air curtain effect formed by the vortex zone further intercepts fine sand particles. Furthermore, by setting a third sand-blocking structure at the tail end of the first lower arc surface, residual sand particles are physically intercepted. Together, these two elements create a double protection before the air inlet, further improving the cleanliness of the air entering the air inlet and effectively reducing the filtration burden on subsequent filtration devices.

[0063] Optionally, such as Figure 5 , Figure 6 and Figure 8As shown, the airflow guiding device 2 also includes multiple air holes 9 and an air collection chamber 10. The air collection chamber 10 is located on the first lower arc surface 32 and coincides with the fourth groove 7122 in a direction perpendicular to the locomotive side wall 1. One end of the air hole 9 is located on the surface of the first upper arc surface 31 and is located between the tail end of the third upper arc surface 711 and the tail end of the first lower arc surface 32 in the direction of locomotive travel. The other end of the air hole 9 extends into the air collection chamber 10 inside the airfoil body 3 and communicates with the air collection chamber 10.

[0064] Specifically, the clean airflow flowing along the first upper arc surface 31 of the airfoil body 3 and the airflow flowing along the multi-stage filtration channel on the side of the first lower arc surface 32 need to merge in the tail region of the airfoil body 3 before entering the air inlet 11 together. Therefore, in order to ensure that the two airflows merge smoothly, reduce eddy losses, and avoid secondary entrainment and escape of sand particles, the flow guiding device 2 also includes multiple air holes 9 and air collection chambers 10.

[0065] The air collecting cavity 10 is a long and narrow cavity structure located inside the airfoil body 3. Its interior forms a Venturi structure, with the throat S having the smallest cross-sectional area, which is the core area for airflow acceleration and negative pressure generation. One end of the vent 9 is directly connected to the air collecting cavity 10, and the other end extends to the surface of the first upper arc surface 31. When the high-speed airflow flows along the surface of the first upper arc surface 31 past the location of the vent 9, according to Bernoulli's principle, the airflow at the throat S of the air collecting cavity 10 is accelerated due to the sudden decrease in cross-sectional area. The increased flow velocity leads to a decrease in local pressure, thus forming a stable negative pressure zone inside the air collecting cavity 10. This negative pressure zone actively draws airflow from the side of the first lower arc surface 32 through the vent 9, causing it to smoothly merge with the clean airflow from the side of the first upper arc surface 31 at the tail of the airfoil body 3. This effectively reduces eddy current losses during the merging of the two airflows, reduces the interference of turbulence on the sand particle separation effect, and prevents already deposited sand particles from being re-entrained and escaping with the airflow. Simultaneously, this negative pressure suction effect increases the total intake volume after merging, ensuring sufficient air enters the intake port 11. In an optional embodiment, the angle β between the extension direction of the vent 9 and the tangent direction of the first upper arc surface 31 at the location of the vent 9 is 10° to 15°, and the diameter of the vent 9 is 4 to 6 mm, ensuring that the airflow enters the vent 9 at the optimal angle and smoothly merges with the airflow of the first upper arc surface 31.

[0066] This invention, through the setting of air vents and air collection chambers and the application of the Venturi effect, forms a negative pressure zone inside the airfoil body, actively drawing in the airflow from the first lower arc side so that it smoothly merges with the airflow from the first upper arc side at the tail of the airfoil body. This effectively reduces vortex losses during the merging process of the two airflows, reduces the interference of turbulence on the sand particle separation effect, prevents the already deposited sand particles from being entrained again and escaping with the airflow, and increases the total intake volume after merging, ensuring that there is sufficient air to participate in the combustion of the diesel engine.

[0067] Optionally, the airfoil body 3 is made of foamed metal. Foamed metal can effectively reduce wind resistance and noise while ensuring strength and wear resistance, thereby improving the reliability and service life of the airflow guide 2 under high wind and sand conditions.

[0068] Table 1. Sand distribution in the locomotive operating area Specifically, Table 1 shows the local sand particle distribution in a locomotive operating environment according to an embodiment of the present invention. As shown in Table 1, the sand particle size range is wide, ranging from micrometers to millimeters. Therefore, to adapt to this sand particle size distribution and ensure the reliability and durability of the airfoil body 3 under long-term wind and sand impact, the pore parameters of the foamed metal airfoil body 3 can be specifically designed. For example, the foamed metal material can be a foamed aluminum alloy, such as 6061-T6 aluminum alloy. Specifically, for Figure 9 The sand grain distribution shown indicates that the overall density of the airfoil body 3 can be controlled between 1.2 and 1.5 g / cm³. 3 Within this range, the porosity is 50%–60%, with the internal pore diameter of the airfoil body 3 mainly ranging from 30 to 80 μm, while the local guiding zones, namely the airflow attachment areas of the first upper arc surface 31 and the first lower arc surface 32, employ larger pore diameters of 100–150 μm. This design avoids sand particles from the operating environment embedding into the pores and causing blockages, while also suppressing aerodynamic noise and reducing flow resistance through the porous structure.

[0069] Meanwhile, the airfoil body 3 can adopt a gradient porosity structure design, that is, the outer layer uses a larger pore diameter to achieve drag reduction and noise reduction, while the inner layer uses a smaller pore diameter to enhance structural strength. Furthermore, a wear-resistant layer is thickened at the edge region of the airfoil body 3 to enhance the wear resistance of this area under high wind speed sand impact. Therefore, the foamed metal airfoil body 3, while ensuring sufficient structural strength and surface wear resistance, effectively reduces wind resistance and aerodynamic noise during operation, significantly improving the reliability and service life of the device under high wind and sand conditions.

[0070] Based on the same inventive concept, embodiments of the present invention also provide a control method for a flow guiding device for a locomotive sidewall, used to control any of the aforementioned flow guiding devices for a locomotive sidewall. Figure 9 A schematic flowchart illustrating a control method for a flow guiding device for a locomotive sidewall provided in an embodiment of the present invention is shown below. Figure 9 As shown, the control method includes: S101. Obtain the air velocity and intake flow rate detected by the airflow sensing module.

[0071] Specifically, refer to Figures 3-6Since the incoming flow velocity, airflow direction and intake demand at the air intake 11 vary significantly under different operating conditions, it is necessary to obtain the airflow velocity and intake flow detected by the airflow sensing module in order to determine the theoretical rotation angle corresponding to the airfoil body 3 under the current operating condition, thereby providing a decision basis for the adaptive adjustment of the airflow guiding device 2.

[0072] S102. Determine the theoretical rotation angle of the shaft drive mechanism based on the air velocity, intake flow rate and preset table.

[0073] Specifically, after acquiring the air velocity and intake flow rate detected by the airflow sensing module, the theoretical rotation angle of the shaft drive mechanism 4 under the current operating conditions can be determined by consulting a preset table based on the air velocity and intake flow rate. This theoretical rotation angle is the target attitude angle that enables the airfoil body 3 to achieve the best wind and sand separation effect and the best airflow guidance performance under the current incoming flow conditions. The preset table can be obtained through previous real vehicle tests or simulation calibration, and records the optimal attitude angle of the airfoil body 3 for achieving the best airflow guidance effect under different combinations of air velocity and intake flow rate.

[0074] S103, control the rotating shaft drive mechanism to drive the airfoil body to rotate to the theoretical rotation angle.

[0075] Specifically, after determining the theoretical rotation angle, a corresponding drive command can be output to the rotating shaft drive mechanism 4 based on this theoretical rotation angle. The rotating shaft drive mechanism 4 drives the airfoil body 3 to rotate around the central axis AA of the air inlet 11 to the target attitude position corresponding to the theoretical rotation angle, thereby changing the relative angle between the airfoil body 3 and the incoming flow direction. This ensures that under different operating conditions of the locomotive, the airfoil body 3 in the air guide device 2 can adjust its relative angle with the air inlet 11 by rotation, so that the air inlet 11 is always within the optimal airflow coverage area under the airflow guidance of the airfoil body 3, thus achieving the best airflow guidance effect under different operating conditions.

[0076] The embodiments of the present invention can determine the theoretical rotation angle of the shaft drive mechanism under the current operating conditions based on the air velocity and intake flow detected in real time by the airflow sensing module and a preset table, and drive the airfoil body to rotate to the corresponding posture, forming a complete closed-loop control logic. This enables the airflow guiding device to adaptively adjust the airflow guiding angle of the airfoil body according to the changes in locomotive operating conditions, ensuring that the air intake is always in the optimal airflow coverage area under different vehicle speeds and intake requirements. This effectively improves the wind and sand separation efficiency and intake quality under all operating conditions, and enhances the intelligence level and operational reliability of the airflow guiding device.

[0077] Based on the above embodiments, the present invention provides a modified embodiment. In the modified embodiment, the locomotive includes a speed detection module and an airflow direction detection module, and the airflow guiding device further includes an angle detection module. Figure 10 This is a flowchart illustrating another control method for a flow guiding device for a locomotive sidewall provided by an embodiment of the present invention. This embodiment is a refinement of the above embodiment. Specifically, before step S101, which involves acquiring the air velocity and intake flow detected by the airflow sensing module, the method further includes: It receives the locomotive's real-time speed detected by the speed detection module and determines if the locomotive's real-time speed has changed.

[0078] Furthermore, after step S103, where the control shaft drive mechanism drives the airfoil body to rotate to the theoretical rotation angle, the following steps are also included: The actual rotation angle of the airfoil body detected by the angle detection module is obtained. When the actual rotation angle does not reach the preset angle threshold, the air flow direction detected by the air flow direction detection module is received; When the airflow direction and the actual rotation angle do not meet the preset angle, the control shaft drive mechanism drives the airfoil body to rotate until the airflow direction and the actual rotation angle meet the preset angle or the actual rotation angle reaches the preset angle threshold.

[0079] For details not described in this embodiment, please refer to the foregoing embodiments, such as... Figure 10 As shown, the control method provided in this embodiment includes: S201: Receive the locomotive's real-time speed detected by the vehicle speed detection module and determine if the locomotive's real-time speed has changed.

[0080] Specifically, a speed detection module is usually installed in the locomotive to detect the real-time speed of the locomotive. This is the basic status information required for the operation of the locomotive's overall control system. Therefore, the control module in the diversion device 2 can directly receive the real-time speed of the locomotive from the speed detection module without the need for additional detection components of the same type.

[0081] Furthermore, when a change in the locomotive's real-time speed is detected, it indicates that the locomotive's operating conditions have changed, and the speed and state of the oncoming airflow have changed accordingly. The original attitude of the airfoil body 3 may no longer be suitable for the aerodynamic requirements under the current operating conditions, and the rotation angle of the airfoil body 3 needs to be adjusted. However, when the locomotive's real-time speed does not change, the angle of the airfoil body 3 can be kept unchanged, thus eliminating the need to acquire the airflow velocity and intake flow detected by the airflow sensing module at the current speed.

[0082] S202. Obtain the air velocity and intake flow rate detected by the airflow sensing module.

[0083] S203. Determine the theoretical rotation angle of the shaft drive mechanism based on the air velocity, intake flow rate, and preset table.

[0084] S204. Control the rotating shaft drive mechanism to drive the airfoil body to rotate to the theoretical rotation angle.

[0085] S205. Obtain the actual rotation angle of the airfoil body detected by the angle detection module.

[0086] Specifically, during the actual execution of the rotation of the airfoil body 3 by the rotating shaft drive mechanism 4, when the rotating shaft drive mechanism 4 reaches the theoretical rotation angle, due to the influence of actual working condition deviations such as mechanical transmission errors, the actual rotation angle of the airfoil body 3 may deviate from the theoretical expected position, resulting in the airfoil body 3's attitude failing to accurately reach the expected airflow guiding position. Therefore, after controlling the rotating shaft drive mechanism to drive the airfoil body to rotate to the theoretical rotation angle, it is also necessary to obtain the actual rotation angle of the airfoil body detected by the angle detection module to determine whether the airfoil body 3 has reached the expected airflow guiding attitude position.

[0087] S206. When the actual rotation angle does not reach the preset angle threshold, receive the air flow direction detected by the air flow direction detection module.

[0088] Specifically, when the actual rotation angle of the airfoil body 3 has not reached the preset angle threshold, it indicates that the airfoil body 3 still has room for further adjustment. If the actual rotation angle has reached the preset angle threshold, it indicates that the airfoil body 3 has been adjusted to the maximum rotation angle and cannot be adjusted further. Since locomotives are usually equipped with an airflow direction detection module to detect the airflow direction during locomotive operation in real time, which is the basic state information required for the operation of the locomotive's overall control system, when the airfoil body 3 still has room for further adjustment, it can receive the airflow direction detected by the airflow direction detection module. Based on the angle relationship between the airflow direction detected by the airflow direction detection module and the actual rotation angle detected by the angle detection module, it can be determined whether the airfoil body 3 has reached the expected airflow guiding attitude position.

[0089] S207. When the airflow direction and the actual rotation angle do not meet the preset angle, control the rotating shaft drive mechanism to drive the airfoil body to rotate until the airflow direction and the actual rotation angle meet the preset angle or the actual rotation angle reaches the preset angle threshold.

[0090] Specifically, when the airflow direction and the actual rotation angle do not meet the preset angle, it indicates that the airfoil body 3 is not in the optimal airflow orientation under the current vehicle speed and incoming flow direction. At this time, the control shaft drive mechanism 4 continues to drive the airfoil body 3 to rotate, and continuously receives feedback signals from the angle detection module during the rotation process until the airflow direction and the actual rotation angle meet the preset angle relationship and then the rotation stops. Alternatively, during the adjustment process, if the actual rotation angle of the airfoil body 3 reaches the preset angle threshold first, the rotation also stops to avoid the airfoil body 3 exceeding the reasonable adjustment range. For example, the preset angle can be 90°.

[0091] This invention, through detecting the actual rotation angle of the airfoil body and receiving the real-time locomotive speed detected by the vehicle speed detection module and the airflow direction detected by the airflow direction detection module, adjusts the actual rotation angle of the airfoil body in real time, ensuring that the airfoil body can respond to the current incoming flow direction with a suitable attitude under different vehicle speed conditions, thereby achieving continuous optimization of the airflow guiding effect.

[0092] It is worth mentioning that after determining that the locomotive's real-time speed has changed, it can first detect whether the shaft drive mechanism 4 is stuck or whether the temperature exceeds the limit. If the stuck or temperature exceeds the limit, an alarm will be triggered. Only when the shaft drive mechanism 4 is normal can the airflow velocity and intake flow detected by the airflow sensing module be obtained, and then the angle of the airfoil body 3 be adjusted.

[0093] Note that the above description is merely a preferred embodiment of the present invention and the technical principles employed. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described herein, and various obvious changes, readjustments, combinations, and substitutions can be made without departing from the scope of protection of the present invention. Therefore, although the present invention has been described in detail through the above embodiments, the present invention is not limited to the above embodiments, and may include many other equivalent embodiments without departing from the concept of the present invention, the scope of which is determined by the scope of the appended claims.

Claims

1. A flow guiding device for the sidewall of a locomotive, characterized in that, The locomotive sidewall includes an air inlet, and the airflow guiding device includes: The airfoil body includes a first upper arc surface, a first lower arc surface, and a first airfoil leading edge. The leading end of the first upper arc surface and the leading end of the first lower arc surface are connected through the leading edge of the first airfoil, and the trailing end of the first upper arc surface and the trailing end of the first lower arc surface are connected. The leading end is the end of the first upper arc surface and the first lower arc surface that is away from the air inlet. A rotating shaft drive mechanism, with one end fixedly connected to the airfoil body and the other end fixedly connected to the locomotive side wall, is used to fix the airfoil body to the side of the air intake near the locomotive head and drive the airfoil body to rotate around the central axis of the air intake; An airflow sensing module, fixed to the side wall of the locomotive, is used to detect the airflow speed and intake flow rate when the locomotive is running; The control module, connected to both the rotating shaft drive mechanism and the airflow sensing module, is used for: The theoretical rotation angle of the rotating shaft drive mechanism is determined based on the air velocity, the intake air flow rate, and a preset table. The rotating shaft drive mechanism is controlled to drive the airfoil body to rotate to the theoretical rotation angle.

2. The flow guiding device according to claim 1, characterized in that, The locomotive includes a speed detection module and an airflow direction detection module; the airflow guiding device also includes an angle detection module. The angle detection module is used to detect the actual rotation angle of the airfoil body; The control module is connected to the vehicle speed detection module, the airflow direction detection module, and the angle detection module respectively, and is used for: Receive the real-time vehicle speed detected by the vehicle speed detection module, and receive the airflow direction detected by the airflow direction detection module; When the airflow direction and the actual rotation angle do not meet the preset angle, the rotating shaft drive mechanism is controlled to drive the airfoil body to rotate until the airflow direction and the actual rotation angle meet the preset angle or the actual rotation angle reaches the preset angle threshold.

3. The flow guiding device according to claim 1, characterized in that, When the rotation angle of the airfoil body around the central axis of the air inlet reaches a preset angle threshold, the orthographic projection length of the airfoil body in the direction of the air inlet is 1.2 to 1.5 times the length of the air inlet.

4. The flow guiding device according to claim 1, characterized in that, The flow guiding device also includes a first filter blade, a first connecting structure, and a first sand-blocking structure; The first filter blade includes a second upper arc surface, a second lower arc surface, and a second airfoil leading edge; the first end of the second upper arc surface and the first end of the second lower arc surface are connected by the second airfoil leading edge, and the tail end of the second upper arc surface and the tail end of the second lower arc surface are connected. The second upper arc surface is fixedly connected to the first lower arc surface through the first connecting structure, and there is a first gap between the upper arc surface and the first lower arc surface; the first filter blade is located between the leading edge of the first airfoil of the airfoil body and the rotating shaft drive mechanism; The second lower arc surface includes a first groove and a second groove, wherein the first groove is located between the leading edge of the second airfoil and the second groove; The first sand-blocking structure is located between the second groove and the tail end of the second lower arc surface, and is fixedly connected to the second lower arc surface.

5. The flow guiding device according to claim 4, characterized in that, The minimum distance between the leading edge of the first airfoil and the locomotive sidewall is less than the maximum distance between the leading edge of the second airfoil and the locomotive sidewall.

6. The flow guiding device according to claim 4, characterized in that, The flow guiding device also includes a second filter blade, a second connecting structure, and a second sand-blocking structure; The second filter blade includes a third upper arc surface, a third lower arc surface, and a third airfoil leading edge; the first end of the third upper arc surface and the first end of the third lower arc surface are connected through the third airfoil leading edge, and the last end of the third upper arc surface and the last end of the third lower arc surface are connected. The third upper arc surface is fixedly connected to the first lower arc surface through the second connecting structure, and there is a second gap between them; the second filter blade is located between the rotating shaft drive mechanism and the tail end of the first lower arc surface; The third lower arc surface includes a third groove and a fourth groove, wherein the third groove is located between the leading edge of the third airfoil and the fourth groove; The second sand-blocking structure is located between the fourth groove and the tail end of the third lower arc surface, and is fixedly connected to the third lower arc surface.

7. The flow guiding device according to claim 6, characterized in that, The second filter blade further includes an upturned tail end structure; the upturned tail end structure is located at the tail end of the third upper arc surface and faces the first lower arc surface; there is a third gap between the upturned tail end structure and the first lower arc surface; wherein the third gap is smaller than the second gap.

8. The flow guiding device according to claim 1, characterized in that, The flow guiding device also includes a third sand-blocking structure, which is located at the tail end of the first lower arc surface and is fixedly connected to the first lower arc surface.

9. The flow guiding device according to claim 6, characterized in that, The flow guiding device also includes multiple air holes and an air collecting chamber; The air collection chamber is located on the first lower arc surface and coincides with the fourth groove in a direction perpendicular to the locomotive side wall; One end of the air hole is located on the surface of the first upper arc surface and is located between the tail end of the third upper arc surface and the tail end of the first lower arc surface along the direction of travel of the locomotive; the other end of the air hole extends inside the airfoil body to the air collection cavity and communicates with the air collection cavity.

10. The flow guiding device according to claim 9, characterized in that, The angle between the extension direction of the vent and the tangent direction of the first upper arc surface at the location of the vent is 10° to 15°; the diameter of the vent is 4 to 6 mm.

11. The flow guiding device according to claim 1, characterized in that, The airflow guiding device also includes a metal plate located between the airfoil body and the locomotive sidewall.

12. The flow guiding device according to claim 1, characterized in that, The radius of curvature of the leading edge of the first airfoil is 200-300 mm.

13. The flow guiding device according to claim 1, characterized in that, The airfoil body is made of foamed metal.

14. A control method for a flow guiding device used on the sidewall of a locomotive, characterized in that, The control method for controlling a flow guiding device for a locomotive sidewall as described in any one of claims 1-13 includes: Acquire the air velocity and intake airflow detected by the airflow sensing module; The theoretical rotation angle of the rotating shaft drive mechanism is determined based on the air velocity, the intake air flow rate, and a preset table. The rotating shaft drive mechanism is controlled to drive the airfoil body to rotate to the theoretical rotation angle.

15. The control method according to claim 14, characterized in that, The locomotive includes a speed detection module and an airflow direction detection module; the airflow guiding device also includes an angle detection module. Before acquiring the air velocity and intake airflow detected by the airflow sensing module, the following is also included: Receive the real-time locomotive speed detected by the vehicle speed detection module, and determine that the real-time locomotive speed has changed; After controlling the rotating shaft drive mechanism to drive the airfoil body to rotate to the theoretical rotation angle, the method further includes: Obtain the actual rotation angle of the airfoil body detected by the angle detection module; When the actual rotation angle does not reach the preset angle threshold, the air flow direction detected by the air flow direction detection module is received; When the airflow direction and the actual rotation angle do not meet the preset angle, the rotating shaft drive mechanism is controlled to drive the airfoil body to rotate until the airflow direction and the actual rotation angle meet the preset angle or the actual rotation angle reaches the preset angle threshold.

Images