Train wind drainage device for internal ventilation of brake disc of high-speed train

Abstract

The utility model provides a train wind drainage device for ventilation inside a brake disc of a high-speed train, and belongs to the field of brake devices of high-speed trains. The train wind drainage device for ventilation in the brake disc of the high-speed train comprises a drainage assembly, and the drainage assembly comprises an axial sleeve and a drainage pipe. The axial sleeve is arranged on an axle of a bogie of the high-speed train in a sleeving mode, and the two ends, in the axial direction of the axial sleeve, of the axial sleeve communicate with the axial holes of the corresponding brake discs correspondingly. The drainage pipe is arranged in the advancing direction of the high-speed train in an extending mode and communicates with the axial sleeve, so that airflow formed by running of the high-speed train can flow to the hollow area of the brake disc through the drainage pipe, the axial sleeve and the axial hole, and an opening in the end, away from the axial sleeve, of the drainage pipe is an air collection opening. The connecting line of the centers of the two brake discs is a datum line, and the center of the air collecting opening is arranged on the side, close to a ballast bed, of the datum line in the vertical direction. The drainage device can improve the reliability of the brake disc.

Description

Technical Field

[0001] This utility model relates to the technical field of high-speed train braking devices, and in particular to a train air diversion device for ventilation inside the brake disc of a high-speed train. Background Technology

[0002] High-speed train brake discs are mounted on the train axles and rotate at the same speed as the axles. There are two main failure modes of brake discs that seriously affect train operation safety: 1. During braking, the friction between the brake pads and the brake disc generates enormous heat, which can easily cause thermal cracking of the brake disc and damage it; 2. In cold weather, ice can form on the outer surface of the brake disc, making it difficult for the brake calipers to clamp it securely.

[0003] To improve the ventilation effect of the brake disc, related technologies use fans to ventilate the outer surface of the brake disc for heat dissipation. However, this increases the complexity of the structure due to the addition of fans, and in an open environment, only a small amount of air blown out by the fans comes into contact with the brake disc surface, resulting in low efficiency for both air cooling and heating de-icing.

[0004] Chinese invention patent application CN118810699A, entitled "A Vehicle Brake Disc Cooling Device and Cooling Method," discloses a technical concept utilizing automobile airflow. However, it is unsuitable for collecting train airflow, mainly because: 1. The structure of the train bottom differs from that of the automobile bottom, especially in high-speed trains where the bottom of the bogie experiences turbulent airflow and low speeds, making it impossible to provide specific measures for collecting sufficient train airflow in the bogie area; 2. It only considers collecting airflow from a single direction, without considering changes in airflow direction caused by the train's forward and reverse travel; 3. It only considers blowing air onto the outer surface of the brake disc, without considering ventilation in the hollow area inside the brake disc; 4. It does not consider the minimum clearance requirements of vehicle design; 5. It does not consider interference with existing structures; 6. It does not consider the design and installation of the device.

[0005] Chinese utility model patent CN221820043U, entitled "A Train Braking Device with Dual Effects of Heat Dissipation and De-icing," discloses a technical concept of utilizing train airflow into the hollow area inside the brake disc. However, it has the following problems: 1. It does not consider the design of the device or how to install it on the train; 2. It does not consider the contact problem between the axial sleeve and the axle and the brake disc caused by the vertical vibration of the axle relative to the bogie or car body; 3. It does not consider how to suppress the nodding motion of the drainage pipe; 4. It does not meet the minimum clearance requirements of the train design; 5. It does not consider interference with other structures of the bogie. Utility Model Content

[0006] This utility model provides a train air diversion device for ventilation inside the brake disc of high-speed trains. Its purpose is to improve the ability of the train air diversion device for ventilation, heat dissipation or de-icing of the brake disc, thereby improving the reliability of the brake disc.

[0007] To achieve the above objectives, this utility model provides a train airflow diversion device for ventilation inside the brake disc of a high-speed train, including a diversion assembly, the diversion assembly comprising:

[0008] An axial sleeve is fitted onto the axle of the bogie of a high-speed train, and the two ends of the axial sleeve along its own axial direction are respectively connected to the axial holes of the corresponding brake disc.

[0009] A diversion pipe extends along the forward direction of the high-speed train and is connected to the axial sleeve so that the airflow generated by the high-speed train can flow through the diversion pipe and the axial sleeve, through the axial hole to the hollow area of ​​the brake disc. The opening of the diversion pipe away from the axial sleeve is the air collection port. The line connecting the centers of the two brake discs is the baseline. The center of the air collection port is vertically located on the side of the baseline closer to the track bed.

[0010] In one embodiment, the air inlet is configured as an ellipse, with the major axis of the ellipse arranged horizontally.

[0011] In one embodiment, along the extension direction of the drainage tube, the radial cross-section of the drainage tube is configured as an ellipse with its major axis arranged horizontally, and the diameter of the drainage tube gradually decreases in the direction toward the axial sleeve.

[0012] In one embodiment, the drainage tube is configured in an S-shape.

[0013] In one embodiment, there are two drainage pipes, which are symmetrically arranged on opposite sides of the axial sleeve along the forward direction of the high-speed train. The opening of the axial sleeve communicating with the drainage pipe is a communication port. The drainage assembly also includes a damper, which is disposed inside the axial sleeve and configured as a pipe fitting. The damper can rotate relative to the axial sleeve about the axial direction of the axial sleeve. The pipe wall of the damper has a reversing port, which can communicate with the communication port so that the axial sleeve communicates with one of the drainage pipes.

[0014] In one embodiment, the drainage assembly includes a wind-receiving sleeve disposed on the side of the brake disc near the axial sleeve, with a first end of the wind-receiving sleeve communicating with the axial hole and a second end of the wind-receiving sleeve inserted into the axial sleeve.

[0015] In one embodiment, the axial sleeve has an annular groove on the end wall near the end of the wind-bearing sleeve, and a portion of the structure of the wind-bearing sleeve is located within the annular groove.

[0016] In one embodiment, the diversion device includes a suspension assembly, a first end of which is connected to the underframe of the high-speed train, and a second end of which is connected to the diversion assembly, so that the diversion assembly can be suspended from the underframe of the high-speed train.

[0017] In one embodiment, the suspension assembly includes a suspension spring, a shock absorber, and a connector. A first end of the connector is connected to the chassis frame of the high-speed train, and a second end of the connector is connected to the suspension spring and / or the shock absorber. The end of the suspension spring and / or the shock absorber facing away from the connector in the vertical direction is connected to the drainage assembly.

[0018] In one embodiment, the connector includes a boom and a base, the base being connected to the chassis frame of the high-speed train, one end of the boom being threadedly connected to the base, and the other end of the boom being connected to the suspension spring and / or shock absorber, so that the relative position of the diversion assembly with respect to the brake disc in the vertical direction can be adjusted.

[0019] The above-mentioned solution of this utility model has the following beneficial effects:

[0020] In this embodiment, the center of the air inlet is vertically positioned on the side of the baseline closer to the track bed. The closer the area is to the track bed, the higher the airflow velocity, allowing the air inlet to collect airflow with higher velocity. Consequently, the airflow flowing to the hollow area of ​​the brake disc also has a higher velocity. The higher velocity improves the heat dissipation efficiency or de-icing efficiency of the brake disc, which is beneficial to improving the ability of the air diversion component to ventilate, dissipate heat, or de-ic the brake disc, thereby improving the reliability of the brake disc and enhancing the safety of high-speed train operation.

[0021] Other beneficial effects of this invention will be described in detail in the following detailed description section. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the assembly structure of the diversion device and the bogie in one embodiment of the present invention;

[0023] Figure 2 This is a schematic diagram of the assembly structure of the diversion component and the brake disc in one embodiment of the present invention. The axle of the bogie is not shown in the figure.

[0024] Figure 3 for Figure 2 Schematic diagram of the cross-sectional structure at point BB;

[0025] Figure 4 for Figure 2 Schematic diagram of the cross-sectional structure at point CC;

[0026] Figure 5 for Figure 4 Enlarged structural diagram at point D;

[0027] Figure 6 This is a schematic diagram of the structure of the damper in one embodiment of the present invention;

[0028] Figure 7 for Figure 1 Enlarged structural diagram at point A;

[0029] Figure 8 A simulated wind field streamline diagram for the bogie area where the diversion device of this application is not installed, as described in related technologies;

[0030] Figure 9 Simulated wind flow diagram of the bogie area with the air diversion device installed in the relevant technology;

[0031] Figure 10 This is a simulated wind flow diagram of the bogie area where the diversion device is installed, according to one embodiment of the present invention.

[0032] [Explanation of Labels in the Attached Image]

[0033] 1. Drainage assembly; 11. Axial sleeve; 111. Connecting port; 112. Annular groove; 12. Drainage pipe; 121. Air collection port; 13. Air damper; 131. Reversing port; 14. Air-bearing sleeve; 2. Suspension assembly; 21. Suspension spring; 22. Shock absorber; 23. Connecting piece; 231. Hanger rod; 232. Hanger seat; 3. Bogie; 31. Axle; 32. Frame body; 33. Wheel; 4. Brake disc; 41. Axial hole; 42. Hollow area. Detailed Implementation

[0034] To make the technical problems, solutions, and advantages of this utility model clearer, a detailed description will be provided below with reference to the accompanying drawings and specific embodiments. Obviously, the described embodiments are only some, not all, of the embodiments of this utility model. All other embodiments obtained by those skilled in the art based on the embodiments of this utility model without creative effort are within the scope of protection of this utility model. Furthermore, the technical features involved in the different embodiments of this utility model described below can be combined with each other as long as they do not conflict with each other.

[0035] In the description of this utility model, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0036] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a locking connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0037] This application provides a train airflow device for ventilating the inside of a high-speed train brake disc 4. When the brake disc 4 of a high-speed train overheats due to braking or freezes due to low temperature, corresponding measures need to be taken to reduce its temperature or remove the ice on its surface to ensure its reliability. Utilizing the high-speed airflow generated by the high-speed train during high-speed travel to blow air onto the brake disc 4 to reduce its temperature or remove ice is undoubtedly a low-energy-consumption method. For details, please refer to... Figure 1 and Figure 2 The drainage device of this application includes a drainage assembly 1, which comprises an axial sleeve 11 and a drainage pipe 12. Both the axial sleeve 11 and the drainage pipe 12 can be made of materials with certain strength and hardness, such as metal, to reduce the possibility of deformation of the drainage assembly 1 under high wind pressure. The axial sleeve 11 is fitted onto the axle 31 of the bogie 3 of a high-speed train. For example, please refer to... Figure 1The high-speed train includes a bogie 3 and a car body supported on the bogie 3, with the car body traveling at high speed relying on the bogie 3. The bogie 3 includes a frame body 32, an axle 31, and wheels 33. The frame body 32 and the axle 31 are interconnected to form the frame of the bogie 3. Wheels 33 are rotatably connected to both ends of the axle 31 along its own axial direction. A brake disc 4 is coaxially disposed on the inner side of the wheel 33 along the axial direction of the axle 31. The brake disc 4 can remain relatively stationary with the wheel 33, so that the wheel 33 can also decelerate during the braking process of the brake pads on the brake disc 4. An axial sleeve 11 is sleeved on the axle 31 along its own axial direction. The two ends of the axial sleeve 11 are respectively connected to the axial holes 41 of the corresponding brake disc 4, so that the airflow in the axial sleeve 11 can flow into the brake disc 4 through the axial holes 41 of the brake disc 4. For example, the diameter of the axial sleeve 11 is larger than the diameter of the annulus formed by multiple axial holes 41 arranged circumferentially along the brake disc 4.

[0038] Please see Figure 2 The drainage pipe 12 extends along the direction of travel of the high-speed train so that the airflow generated during the train's operation can be collected by the drainage pipe 12. For example, Figure 1 The direction indicated by R1 is the forward direction of the high-speed train. The drainage pipe 12 is connected to the axial sleeve 11. The drainage pipe 12 can be arranged crosswise with the axial sleeve 11 so that the airflow generated by the high-speed train can flow through the drainage pipe 12 and the axial sleeve 11, through the axial hole 41, to the hollow area 42 of the brake disc 4. For example, when the high-speed train is moving, the generated airflow can be collected by the drainage pipe 12. After flowing through the drainage pipe 12 to the axial sleeve 11, the airflow is split into two, flowing to both ends of the axial sleeve 11, and then through the axial hole 41 to the hollow area 42 of the brake disc 4 to dissipate heat or de-ic the brake disc 4. The opening of the drainage pipe 12 away from the axial sleeve 11 is the air collection port 121. The line connecting the centers of the two brake discs 4 is the baseline. The center of the air collection port 121 is vertically positioned on the side of the baseline closer to the track bed, making the air collection port 121 closer to the ground than the brake disc 4. For example, Figure 3 The distance shown in S1 is the distance between the center of the air inlet 121 and the baseline in the vertical direction. S1 can be 180mm.

[0039] In this embodiment, the center of the air inlet 121 is vertically positioned on the side of the baseline close to the track bed. The closer the area is to the track bed, the higher the airflow velocity, enabling the air inlet 121 to collect airflow with higher velocity. Consequently, the airflow flowing to the hollow area 42 of the brake disc 4 also has a higher velocity. The higher velocity improves the heat dissipation efficiency or de-icing efficiency of the brake disc 4, which is beneficial to improving the ventilation, heat dissipation, or de-icing capabilities of the air diversion assembly 1 for the brake disc 4. This, in turn, improves the reliability of the brake disc 4, thereby enhancing the safety of high-speed train operation.

[0040] In one embodiment, please refer to Figure 1 and Figure 2 The air inlet 121 is configured in an elliptical shape, with the major axis of the ellipse arranged horizontally. This results in a larger dimension of the air inlet 121 in the horizontal direction (i.e., along the axial direction of the axle 31) and a smaller dimension in the vertical direction. Consequently, the air inlet 121 can be enlarged as much as possible while maintaining a safe distance from the track bed. This allows the air inlet 12 to collect as much air as possible, thereby increasing the airflow velocity to the hollow region 42 of the brake disc 4. The higher velocity improves the heat dissipation efficiency or de-icing efficiency of the brake disc 4, which is beneficial to improving the ventilation, heat dissipation, or de-icing capabilities of the air inlet assembly 1 for the brake disc 4. This, in turn, improves the reliability of the brake disc 4 and enhances the safety of high-speed train operation.

[0041] In one embodiment, please refer to Figures 2-4 Along the extension direction of the drainage pipe 12, the radial cross section of the drainage pipe 12 is configured as an ellipse with the major axis arranged in the horizontal direction. The diameter of the drainage pipe 12 gradually decreases in the direction toward the axial sleeve 11 so that the airflow collected through the air inlet 121 can be gathered and accelerated in the drainage pipe 12, further increasing the airflow velocity to the hollow region 42 of the brake disc 4. The higher velocity improves the heat dissipation efficiency or de-icing efficiency of the brake disc 4, which is beneficial to improving the ventilation, heat dissipation or de-icing ability of the drainage assembly 1 for the brake disc 4, thereby improving the reliability of the brake disc 4 and improving the safety of high-speed train operation.

[0042] In one embodiment, please refer to Figure 2 and Figure 3 The drainage pipe 12 is configured in an S-shape. When airflow enters the drainage pipe 12 from the air inlet 121, the smooth transition of the S-shaped drainage pipe 12 reduces the direct impact of airflow on the pipe, thereby reducing energy loss. This results in a better guiding effect for the S-shaped drainage pipe 12, which helps to increase the airflow velocity to the hollow region 42 of the brake disc 4. The higher velocity improves the heat dissipation or de-icing efficiency of the brake disc 4, enhancing the ventilation, heat dissipation, or de-icing capabilities of the drainage assembly 1 on the brake disc 4. This, in turn, improves the reliability of the brake disc 4, thus enhancing the safety of high-speed train operation. For example, please refer to... Figure 3 , Figure 3 The S-shaped dashed line in the middle is the line connecting the center positions of each cross section of the drainage tube 12.

[0043] In one embodiment, please refer to Figure 3 , Figure 4 and Figure 6The system includes two drainage pipes 12, symmetrically arranged on opposite sides of the axial sleeve 11 along the direction of travel of the high-speed train. The opening connecting the axial sleeve 11 and the drainage pipes 12 is a connecting port 111. The drainage assembly 1 also includes a damper 13. Figure 6 The basic structure of the damper 13 is shown. The damper 13 is disposed within the axial sleeve 11 and is configured as a pipe fitting. The damper 13 can rotate relative to the axial sleeve 11 about the axial direction of the sleeve. The pipe wall of the damper 13 has a reversing port 131, which can communicate with the connecting port 111, so that the axial sleeve 11 can communicate with one of the drainage pipes 12. This allows the drainage assembly 1 of this application to adjust the opening direction of the reversing port 131 of the damper 13 according to the direction of travel of the high-speed train, so that the reversing port 131 faces the direction of travel of the high-speed train, thereby enabling the corresponding drainage pipe 12 to collect airflow. Regardless of the direction in which the high-speed train moves, the drainage assembly 1 of this application can adaptively adjust the orientation of the reversing port 131 to enable the drainage pipe 12 to collect airflow. For example, the outer peripheral surface of the damper 13 is fitted with the inner peripheral surface of the axial sleeve 11 by a rotating pair, so that the damper 13 can rotate relative to the axial sleeve 11 with the axial direction of the axial sleeve 11 as the rotation axis, so as to adjust the orientation of the reversing port 131.

[0044] For example, to demonstrate the effect of the diversion device of this application, a diversion pipe configured in a trumpet shape is used as a comparison component. Its shape, position, and the size of its air inlet are shown in the table below. The air inlet of the comparison component is configured as a circle, and its area is equal to the area of ​​the air inlet 121 configured as an ellipse in this application. A full-vehicle fluid simulation of a CR400AF high-speed train was performed using simulation software. The simulation boundary conditions were a speed inlet of 300 km / h, no slippage wall conditions, and a standard atmospheric pressure outlet. Specific comparison results are shown in Table 1 below.

[0045] Based on the simulation results, please refer to Figure 8 Without a flow diversion device, the flow field in bogie region 3 is the most turbulent, while the flow velocity near brake disc 4 is lower, and the area with higher flow velocity is closer to the track bed surface. Please refer to [link / reference]. Figure 9 With the inclusion of the guide tube in the comparison section, the flow is guided along the direction of the high-speed train's movement, slightly improving the turbulence in the flow field of region 3 of the bogie. (See figure.)

[0046] Table 1. Comparison of technical characteristic parameters between the drainage tube of this application and the drainage tube of the comparative application.

[0047]

[0048] 10. With the airflow device of this application, according to the results in the table, under the condition that the air inlet areas of the two are equal, the S-shaped airflow pipe 12 with a gradually changing diameter and the elliptical air inlet 121 of this application can more effectively improve the flow field in the bogie 3 region. The average flow velocity of the air inlet 121 of this application is 20 m / s, and the maximum flow velocity in the airflow pipe 12 is 87.6 m / s. In contrast, the average flow velocity of the air inlet of the comparative airflow pipe is 2 m / s, and the maximum flow velocity in the comparative airflow pipe is 18.1 m / s. The air volume entering the axial sleeve 11 through the connecting port 111 of this application is 3.4 m³. 3 / s, while the airflow entering the axial sleeve through the connecting port of the comparison piece is only 0.4m³ / s. 3 / s, the difference is quite significant. Although the areas of the air inlets of the two are equal, the air inlet 121 of this application is set lower to obtain a higher air intake velocity, the air inlet 121 is set to be elliptical to obtain a larger air volume, and the guide pipe 12 is set to have a gradually changing diameter to concentrate the airflow, and the guide pipe 12 is set to be S-shaped to reduce the flow resistance of the airflow in the guide pipe 12, thereby improving the heat dissipation or de-icing effect of the guide assembly 1 of this application on the brake disc 4.

[0049] In one embodiment, please refer to Figure 2 , Figure 4 and Figure 5 The airflow guiding component 1 includes an air-receiving sleeve 14, which is disposed on the side of the brake disc 4 near the axial sleeve 11. For example, the air-receiving sleeve 14 can rotate synchronously with the brake disc 4. The first end of the air-receiving sleeve 14 communicates with the axial hole 41, and the second end of the air-receiving sleeve 14 is inserted into the axial sleeve 11, so that the airflow flowing out of the axial sleeve 11 can be channeled into the axial hole 41 as much as possible through the air-receiving sleeve 14, and then flow into the hollow region 42 of the brake disc 4 through the axial hole 41. It should be noted that during the operation of the high-speed train, the axial sleeve 11 does not rotate with the brake disc 4, so the axial sleeve 11 needs to maintain a preset distance from the brake disc 4 to fix the air-receiving sleeve 14 on the brake disc 4. The diameter of the air-receiving sleeve 14 is larger than the diameter of the annulus formed by multiple axial holes 41 arranged circumferentially along the brake disc 4, so that the air-receiving sleeve 14 can communicate with the axial hole 41. The second end of the air-bearing sleeve 14 is inserted into the axial sleeve 11, so that the airflow in the axial sleeve 11 can be poured into the air-bearing sleeve 14 as much as possible, reducing the loss of airflow.

[0050] In one embodiment, please refer to Figure 5The axial sleeve 11 has an annular groove 112 on the end wall near the air-bearing sleeve 14. Part of the structure of the air-bearing sleeve 14 is located in the annular groove 112. The annular groove 112 extends the flow path of airflow escaping from the gap between the axial sleeve 11 and the air-bearing sleeve 14, thereby increasing the difficulty of airflow escaping from the gap between the axial sleeve 11 and the air-bearing sleeve 14. This allows the airflow in the axial sleeve 11 to be poured into the air-bearing sleeve 14 as much as possible, reducing airflow loss.

[0051] In one embodiment, please refer to Figure 1 and Figure 7 The diversion device includes a suspension assembly 2. The first end of the suspension assembly 2 is connected to the underframe of the high-speed train, and the second end of the suspension assembly 2 is connected to the diversion assembly 1, so that the diversion assembly 1 can be suspended on the underframe of the high-speed train, thereby reducing the interference of the diversion device of this application on the rest of the structure of the bogie 3 of the high-speed train and saving limited space.

[0052] In one embodiment, please refer to Figure 1 and Figure 7 The suspension assembly 2 includes a suspension spring 21, a shock absorber 22, and a connector 23. The first end of the connector 23 is connected to the underframe of the high-speed train body, and the second end of the connector 23 is connected to the suspension spring 21 and / or the shock absorber 22. The end of the suspension spring 21 and / or the shock absorber 22 facing away from the connector 23 in the vertical direction is connected to the drainage assembly 1, so that the drainage assembly 1 of this application remains relatively stationary to the bogie 3 in the vertical direction as much as possible, reducing the possibility of contact between the drainage assembly 1 and the bogie 3. For example, the suspension spring 21 is configured to store potential energy, and the shock absorber 22 is configured to reduce the vibration of the drainage assembly 1. For example, the suspension spring 21 and the shock absorber 22 can be configured as follows: Figure 7 The parallel arrangement shown can also be arranged on the same axis.

[0053] It should be noted that the car body underframe and bogie 3 of the high-speed train are connected by a specific spring device. During the operation of the high-speed train, the distance between the car body underframe and bogie 3 will change. The suspension spring 21 in the suspension assembly 2 also serves the function of this specific spring device, so that the diversion assembly 1 of this application can adapt to the change in the distance between the car body underframe and bogie 3.

[0054] In one embodiment, please refer to Figure 1 and Figure 7 The connector 23 includes a boom 231 and a mounting bracket 232, with the mounting bracket 232 connected to the underframe of the high-speed train. For example, the mounting bracket 232 can be as follows: Figure 7The device is configured in a recessed shape and fixedly connected to the vehicle body underframe. One end of the hanger 231 is threadedly connected to the hanger mount 232, and the relative height of the hanger 231 is adjusted by screwing the hanger 231 into or out of the hanger mount 232. The other end of the hanger 231 is connected to the hanger spring 21 and / or the shock absorber 22, so that the relative position of the flow guide assembly 1 with the brake disc 4 in the vertical direction can be adjusted, thereby allowing the flow guide assembly 1 to be adjusted more precisely in the vertical direction, so that the flow guide assembly 1 can maintain a better position with the bogie 3.

[0055] The above description is the preferred embodiment of this utility model. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this utility model, and these improvements and modifications should also be considered within the protection scope of this utility model.

Claims

1. A train airflow device for ventilation inside the brake disc of a high-speed train, characterized in that, Includes a traffic diversion component, the traffic diversion component comprising: An axial sleeve is fitted onto the axle of the bogie of a high-speed train, and the two ends of the axial sleeve along its own axial direction are respectively connected to the axial holes of the corresponding brake disc. A diversion pipe extends along the forward direction of the high-speed train and is connected to the axial sleeve so that the airflow generated by the high-speed train can flow through the diversion pipe and the axial sleeve, through the axial hole to the hollow area of ​​the brake disc. The opening of the diversion pipe away from the axial sleeve is the air collection port. The line connecting the centers of the two brake discs is the baseline. The center of the air collection port is vertically located on the side of the baseline closer to the track bed.

2. The train air diversion device for ventilation inside the brake disc of a high-speed train according to claim 1, characterized in that, The air inlet is configured as an ellipse, with the major axis of the ellipse arranged horizontally.

3. The train air diversion device for ventilation inside the brake disc of a high-speed train according to claim 1, characterized in that, Along the extension direction of the drainage tube, the radial cross-section of the drainage tube is configured as an ellipse with its major axis arranged horizontally, and the diameter of the drainage tube gradually decreases in the direction toward the axial sleeve.

4. The train air diversion device for ventilation inside the brake disc of a high-speed train according to claim 1, characterized in that, The drainage tube is configured in an S-shape.

5. The train air diversion device for ventilation inside the brake disc of a high-speed train according to claim 1, characterized in that, The number of drainage pipes is two, and the two drainage pipes are symmetrically arranged on opposite sides of the axial sleeve along the forward direction of the high-speed train. The opening of the axial sleeve communicating with the drainage pipe is a communication port. The drainage assembly also includes a damper, which is disposed inside the axial sleeve and configured as a pipe fitting. The damper can rotate relative to the axial sleeve about the axial direction of the axial sleeve. The pipe wall of the damper has a reversing port, which can communicate with the communication port so that the axial sleeve communicates with one of the drainage pipes.

6. The train air diversion device for ventilation inside the brake disc of a high-speed train according to claim 1, characterized in that, The flow-guiding assembly includes a wind-bearing sleeve, which is disposed on the side of the brake disc near the axial sleeve. The first end of the wind-bearing sleeve communicates with the axial hole, and the second end of the wind-bearing sleeve is inserted into the axial sleeve.

7. The train air diversion device for ventilation inside the brake disc of a high-speed train according to claim 6, characterized in that, The axial sleeve has an annular groove on the end wall near the wind-bearing sleeve, and part of the structure of the wind-bearing sleeve is located in the annular groove.

8. The train air intake device for ventilation inside the brake disc of a high-speed train according to any one of claims 1 to 6, characterized in that, The diversion device includes a suspension assembly, the first end of which is connected to the underframe of the high-speed train, and the second end of which is connected to the diversion assembly, so that the diversion assembly can be suspended from the underframe of the high-speed train.

9. The train air diversion device for ventilation inside the brake disc of a high-speed train according to claim 8, characterized in that, The suspension assembly includes a suspension spring, a shock absorber, and a connector. The first end of the connector is connected to the chassis frame of the high-speed train, and the second end of the connector is connected to the suspension spring and / or the shock absorber. The end of the suspension spring and / or the shock absorber that is vertically opposite to the connector is connected to the drainage assembly.

10. The train air diversion device for ventilation inside the brake disc of a high-speed train according to claim 9, characterized in that, The connector includes a boom and a base. The base is connected to the chassis frame of the high-speed train. One end of the boom is threaded to the base, and the other end is connected to the suspension spring and / or shock absorber, so that the relative position of the diversion assembly with respect to the brake disc in the vertical direction can be adjusted.

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