CN105620500B - Balance pressure type high-speed train head - Google Patents
Balance pressure type high-speed train head Download PDFInfo
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- 230000003137 locomotive effect Effects 0.000 claims abstract description 65
- 238000005187 foaming Methods 0.000 claims abstract description 13
- 239000011521 glass Substances 0.000 claims abstract description 13
- 238000007664 blowing Methods 0.000 claims abstract description 6
- 239000003595 mist Substances 0.000 claims abstract description 6
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims abstract description 6
- 230000000903 blocking effect Effects 0.000 claims description 26
- 238000009434 installation Methods 0.000 claims description 15
- 241000251468 Actinopterygii Species 0.000 claims description 9
- 230000007704 transition Effects 0.000 claims description 6
- 239000002861 polymer material Substances 0.000 claims description 5
- 238000000605 extraction Methods 0.000 claims 1
- 241000446313 Lamella Species 0.000 description 4
- 238000010586 diagram Methods 0.000 description 4
- 238000007789 sealing Methods 0.000 description 4
- 230000001133 acceleration Effects 0.000 description 1
- 230000006837 decompression Effects 0.000 description 1
- 238000005265 energy consumption Methods 0.000 description 1
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Abstract
A constant pressure draft air duct type high-speed train head comprises a single-arch and double-arch head with windward curved surface shapes, a head train and a carriage; the whole foaming totally-enclosed silent connecting rings are arranged between the head car and the carriage, and between the carriage and the carriage, and the head car can be used as a tail car in marshalling reverse running of the train; the head car is characterized by comprising a head car body with a head and a steering wheel set; the head car body includes: the device comprises a central or symmetrical guide type overhead airflow guide groove, a locomotive top negative pressure eliminating fairing, a train bottom side skirt array negative pressure hinge, a rendezvous pressure wave pressure difference reducing and guiding device, a front nose cone comprising an open guiding type, an obstacle clearing and rectifying shovel with a forward swept wing aileron angle adjustable or an integrated nose cone with a forward swept wing obstacle clearing and rectifying shovel, a turbulence tail wing capable of opening and closing the angle adjustable during reverse driving, a front wind window water mist blowing and guiding device capable of opening and closing and adjusting during forward driving, and front windshield glass, fisheye dipped headlight and high beam of a general streamline shell.
Description
Technical Field
The invention relates to the field of vehicles, in particular to a high-speed train.
Background
Although the development of the high-speed rail in China starts late, the high-speed rail is developed at a rapid speed, and the high-speed rail is driven together with the developed countries of the international high-speed rail, but the running speed of a high-speed train is high, the speed is continuously increased during testing, the contradiction between the appearance design and the pneumatics is more prominent, and the high-speed rail also troubles other countries with the earliest developed high-speed rail technology. However, the said contradiction is more prominent when the train body of the Chinese high-speed train is wide and the speed is high.
Disclosure of Invention
The invention aims to eliminate or improve the negative factors of airflow and appearance on the running safety of a high-speed train in the prior art, namely the lift force caused by negative pressure generated by turbulent airflow at the transition part of the windward side of the train head to the flat top surface of the carriage when the train runs at high speed; when the train runs reversely, the head train is used as a tail train, and when the airflow runs backwards on the windward side, the airflow generates a lift force caused by negative pressure on the tail train; the weak negative pressure value at the bottom of the train is not favorable for safe running during running; unsafe factors caused by positive and negative intersection pressure waves generated by high-speed head extrusion airflow when the train runs to the train at high speed; when the train drives into the entrance of the one-way tunnel at a high speed, the negative factors of the tunnel micro-pressure waves to the environment are caused; and noise, turbulence and the like at the joint of the carriages provide a brand-new solution to the uncomfortable and energy consumption factors of the train, and have positive significance to the development of a higher-speed and safer wheel-rail train.
In order to solve the problems, the invention adopts the technical scheme that:
a balanced pressure type high-speed train head comprises a single-arch or double-arch type head, which consists of a head train and a carriage; integral foaming totally-enclosed silent connecting rings are arranged between the head car and the carriage, and between the carriage and the carriage, and the head car can be used as a tail car in marshalling running of the train; the bicycle is characterized in that the bicycle head comprises a bicycle head carriage with the bicycle head and a steering wheel set; the head car compartment includes: the device comprises a central overhead airflow guide groove or a symmetrical split type overhead airflow guide groove, a locomotive top negative pressure eliminating fairing, a train side skirt bottom negative pressure array hinge, an intersection pressure wave pressure difference reducing and guiding device, an open drainage type nose cone, an obstacle clearing fairing shovel with a forward swept wing aileron angle adjustable or a nose cone integrated fairing shovel with a forward swept wing aileron obstacle clearing fairing shovel, a turbulence tail wing capable of opening and closing the angle adjustable during reverse driving, a front wind window water mist blowing guide device capable of opening and closing and adjusting during forward driving, front wind glass of a general streamline shell, a fisheye dipped headlight and a fisheye high beam; the intersection pressure wave differential pressure reduction and drainage device consists of a positive pressure air inlet and a drainage/pressure relief air draft duct side wing negative pressure air outlet, and the positive pressure air inlet and the side wing negative pressure air outlet can be provided with a rectification grid or a mesh grid; the positive pressure air inlets are front windshield side air inlets arranged on two sides of a front windshield of the vehicle head, positive pressure guide holes on two sides of a nose cone top surface on two sides of a windward side of the nose cone top surface and a nose cone side windward cut-in inclined plane air inlet holes at the positive airflow pressure position on a windward cut-in inclined plane on two sides of the nose cone; the drainage/pressure relief air draft duct is arranged inside or outside the vehicle body on two sides of the vehicle head, and two ends of the drainage/pressure relief air draft duct are respectively connected with the positive pressure air inlet and the negative pressure air outlet; the negative pressure air outlet is arranged at the tail ends of the flow guiding/pressure releasing air pulling channels on the left side and the right side of the vehicle head, and the back pressure vortex adjusting air outlet is arranged behind the air flow transition point of the boundary layers on the two sides of the vehicle head; the back pressure vortex adjusting air outlet is connected by a branch draft duct.
Further, the balanced pressure type high-speed train locomotive is characterized in that the central overhead airflow guide groove extends upwards from the windward side of the locomotive and is a wide overhead airflow guide groove which passes through the front side of the air window to the top; the symmetrical split guide type overhead airflow guide grooves are two symmetrical overhead airflow guide grooves which are arranged on two sides of the windward top surface of the vehicle head and continuously extend to the top through two sides of the air window.
Further, the balanced pressure type high-speed train locomotive is characterized in that the open drainage type nose cone, namely the nose cone at the front part of the train, is of an open vent structure, positive pressure air flow is sucked by the open vent and then sucked out from the negative pressure air outlet through the built-in drainage/pressure relief air exhaust duct, the open vent and the negative pressure air outlet can be provided with a rectifying grid or a mesh grid, the pneumatic mode of the rectifying grid or the mesh grid is the same as that of the intersection pressure wave pressure difference reduction drainage device, and the negative pressure air outlet is arranged at the tail end of the built-in or external air exhaust duct at two sides of the locomotive.
Further, according to the balanced pressure type high-speed train locomotive, the intersection pressure wave pressure difference reduction and drainage device can also be arranged at the top of the locomotive, the positive pressure drainage port is arranged above the front air window, the pressure difference drainage air draft duct at the top is arranged inside or outside the roof of the locomotive, and the negative pressure air outlet is arranged in a turbulent flow negative pressure area at the tail end of the drainage air draft duct at the roof.
Further, foretell constant pressure formula high speed train locomotive, locomotive top negative pressure fairing that disappears be one set up in the thin shell lamella fairing of locomotive head windward side top backward extension section top, it is equipped with tertiary negative angle of attack, promptly: the first stage is a sawtooth cut-in section with a slightly larger negative attack angle, the second stage is an advancing stable section with a gentle negative attack angle, the third stage is a negative pressure airflow discrete section with a slightly larger negative attack angle, and a positive pressure pressurizing groove can be arranged between the negative pressure airflow discrete section and the advancing stable section; the negative pressure eliminating fairing at the top of the headstock can be in a state that two sides are open, or can be in a state that two sides are closed or semi-closed, when the two sides are closed, the side walls of the fairing are provided with fairing lateral negative pressure turbulence holes, the fixed connection part of the two side walls at the front part of the device and the roof is provided with a negative pressure eliminating fairing rotating shaft, and when the headstock is used as a tail car to run reversely, the rear angle of the thin-shell petal-shaped fairing is adjusted to be low.
Further, lateral negative pressure array loose-leaf devices are arranged below the balanced pressure type high-speed train head and the side skirts at the bottoms of the two sides of the train, and each negative pressure array loose-leaf device consists of a loose-leaf upper header, a loose-leaf lower header, a loose leaf and a comb-shaped flow blocking grid; the setting mode of the negative pressure array loose leaf comprises the following steps:
(1) the upper end and the lower end of one side of the loose leaf are provided with rotating shafts or hinges, and the upper lintel of the loose leaf is provided with an elastic sheet with a mounting hole for the rotating shaft of the loose leaf; the loose-leaf lower head is provided with a loose-leaf rotating shaft insertion hole, and two ends of a rotating shaft of the loose leaf are movably arranged in the array mounting holes of the loose-leaf upper head and the loose-leaf lower head; comb-shaped flow blocking grids which are comb-shaped flow blocking grids with outward-bent comb teeth are arranged below the inner side of the loose leaf;
alternatively, the first and second electrodes may be,
(2) the negative pressure array loose-leaf at the side skirt at the bottom of the train can also be in a horizontal type, the negative pressure array loose-leaf array is horizontally suspended and installed below the side skirts at the bottom of the two sides of the train, a transverse rotating shaft is arranged above the loose-leaf, one end of the transverse rotating shaft of the loose-leaf is arranged on a side lintel with a movable installation hole below the outer side of the side skirt of the carriage, the other end of the transverse rotating shaft of the loose-leaf is arranged in an elastic sheet installation hole with a loose-leaf rotating shaft installation hole at the inner side of the side skirt of the carriage, a comb-shaped flow blocking grid is arranged below the inner side of.
Further, in the balanced pressure type high-speed train head, a rectification shovel angle-adjustable movable shaft is arranged at the rear side of the obstacle clearing rectification shovel with a forward swept side wing adjustable angle, the obstacle clearing rectification shovel with the forward swept side wing adjustable angle can adjust the angle up and down by taking the rectification shovel angle-adjustable movable shaft as an axis, forward swept side wings are attached to the two sides of the obstacle clearing rectification shovel, and vertical rectification shovel forward swept side wing auxiliary wings are arranged on the outer sides of the two side wings.
Further, the nose cone integrated type rectifying shovel with the forward-swept side wing obstacle clearing rectifying shovel is integrated with the nose cone, the forward-swept side wings are attached to two sides of the nose cone integrated type rectifying shovel, and the vertical rectifying shovel forward-swept side wing ailerons are arranged on the outer sides of the two side wings.
Further, in the balanced pressure type high-speed train head, the center of the face masks in front of windward side windshield glass and at the rear part of the nose cone of the train is provided with a reverse running turbulent flow tail wing capable of opening/closing an angle, the reverse running turbulent flow tail wing is closed when the train runs in the forward direction and is opened when the train runs in the reverse direction, and the back part of the turbulent flow tail wing is provided with a tail wing LED warning lamp.
Further, in the balanced pressure type high-speed train head, the integrally foamed totally-closed mute connecting ring is formed by foaming rubber or a high polymer material and is arranged at the connecting positions between the head train and the carriage as well as between the carriage and the carriage; the sealing ring can be of a single integral type or a split matching type, two parts of the split matching type are respectively arranged at two ends of the joint of the two carriages, and the two parts are connected by a concave-convex mortise in a matching way.
The invention has the positive effects that:
the lift force caused by negative pressure generated by airflow on the top of the locomotive when the locomotive is in forward running and the lift force caused by negative pressure generated by the fact that the locomotive is changed from a windward side to a leeward side when the locomotive is in reverse running are eliminated;
the negative pressure at the bottom of the train is enhanced, so that the negative pressure value is in direct proportion to the running speed of the train;
the unsafe factors possibly caused by the interaction of positive and negative pressure waves when the trains meet at a high speed are weakened, and the uncomfortable factors caused by the impact noise of the meeting pressure waves to the carriage are improved;
the running resistance of the train is reduced, the wake flow of the core part of the train is smoother, and the positive and negative pressure wave peak values and the pressure difference caused by airflow extruded by the train head when the train runs at high speed are reduced and balanced in a balanced pressure draft air duct mode; the micro-pressure wave phenomenon generated when the train passes in and out of the tunnel portal is obviously improved;
the uncomfortable factors of the train caused by the driving acceleration of the carriage joint, the rolling noise of the wheel track and the wind noise are basically eliminated.
Drawings
FIG. A1 is a schematic diagram of the main side view of the constant pressure/single arch/high speed train head car;
FIG. A2 is a schematic diagram of a balanced pressure type/single arch/high speed train as a whole for a trailer;
FIG. A3 is a schematic top view of a constant pressure/single arch/high speed rail car;
FIG. A4 is a schematic bottom view of a constant pressure/single arch/high speed train head car;
FIG. A5 is a schematic front view of a constant pressure/single arch/high speed lead;
FIG. A6 is a front side view partially schematic diagram of a constant pressure/single arch/high speed lead;
FIG. A7 is a rear side view of a constant pressure/single arch/high speed train as a trailer;
FIG. A8 is a schematic view of the air duct arrangement inside the balanced pressure type/single arch/high speed train head;
fig. a9 is a schematic layout of a constant-pressure/single-arch/high-speed train side skirt negative pressure array hinge;
FIG. B1 is a main side view overall schematic diagram of a balanced pressure type/angle-adjustable obstacle clearing rectifying shovel/double arch/high speed train head;
FIG. B2 is a top view of a constant pressure/adjustable angle obstacle clearing shovel/double arch/high speed lead;
FIG. B3 is a bottom view of a constant pressure/adjustable angle obstacle clearing shovel/double arch/high speed train head;
FIG. B4 is a front view of a constant pressure/adjustable angle obstacle clearing shovel/double arch/high speed lead;
FIG. B5 is a partial front view of the constant pressure/adjustable angle obstacle clearing shovel/double arch/high speed train head;
FIG. B6 is a schematic layout of a constant-pressure/adjustable-angle obstacle-removing rectifying shovel/double-arch/high-speed train side skirt negative pressure array hinge;
FIG. C1 is a schematic side view of the constant pressure/rectifying nose cone integrated/double arch/high speed train head;
FIG. C2 is a schematic top view of the constant pressure/rectifying nose cone integrated/double arch/high speed train head;
FIG. C3 is a schematic bottom view of the balanced pressure/rectified nose cone integrated/double arch/high speed train;
FIG. C4 is a schematic front view of a constant pressure/rectifying nose cone integrated/double arch high speed train head;
FIG. C5 is a front side view of the constant pressure/rectifying nose cone integrated/double arch high speed train head;
fig. C6 is a schematic partial arrangement view of a horizontal negative pressure array hinge under the side skirt of a constant pressure/rectifying shovel nose cone integrated/double-arch high-speed train;
the reference numerals in the figures are respectively:
A. single archTrain head vehicle: 0000. steering wheelRack(ii) a A100. Center (C)Overhead airflow guiding groove(ii) a A101. A head car compartment; A102.single arch type front windshield glass of the vehicle head; A103. a negative pressure eliminating fairing at the top of the locomotive (the same as the embodiments 1, 2 and 3); a103+ 1, eliminating the rotating shaft of the negative pressure fairing; a103a negative pressure eliminating fairing when the automobile is in a head automobile state; a103b, a negative pressure eliminating fairing when in a tail vehicle state; A1031. the fairing guides the air current to regulate the hole; A1032. the fairing lateral negative pressure turbulence hole; A104. intersecting pressure wave differential pressure reduction drainage devices; a104-, adjusting an air outlet by reverse pressure eddy current; a104a, a drainage/pressure relief draft duct a; a104A1+. open-flow nose cone; a104a 2+. positive pressure guide holes on two sides of the top surface of the nose cone; a104a3+. nose cone lower positive pressure guide hole; a104b, a drainage/pressure relief air draft duct b; a104b +. the side of the nose cone cuts into the air inlet hole of the inclined plane facing the wind; a104c, a drainage/pressure relief air draft duct c; a104c +. front windshield side air inlet; a104 a-drawing air duct a negative pressure air outlet; a104b-. a draft duct b is a negative pressure air outlet; a104c-. a draft duct c negative pressure air outlet; a105a, the down state of the adjustable angle rectification shovel with the front swept wing ailerons (the same as the embodiments 1 and 2); a105b, the retracted state of the adjustable angle rectification shovel with the front swept side wing ailerons (the same as the embodiments 1 and 2); a105+1, a rectifying shovel sweepforward flank aileron; a105+ 2, rectifying shovel angle modulation movable shaft; a106a, negative pressure array loose-leaf; a106b, a comb-shaped flow blocking grid; a106c1. loose-leaf lintel; a106c2. loose-leaf lintel; a106d, an elastic sheet with a hinge rotating shaft mounting hole; A107. an integrally foamed totally-closed mute connecting ring; a spoiler empennage in a head-up state (same as in embodiments 1, 2, and 3); a108b. spoiler tails in a tail-car state (same as in embodiments 1, 2, and 3); a108b + 1. tail LED warning light; a fish eye dipped headlight; a fish-eye high beam.
B. Double-arch train head train: 0000. a steering wheel carrier; B100. a separate guide type overhead airflow guide groove; B101. a head car compartment; B102. a front windshield glass; B103. a negative pressure eliminating fairing at the top of the locomotive; b103+1, angle-adjusting rotating shaft of negative pressure eliminating fairing (see A8A 103+ 1); b103a, a negative pressure eliminating fairing when the automobile is in a head automobile state; b103b, a negative pressure eliminating fairing in a tail vehicle state (see fig. A2A a103 b); B1031. the fairing guides the air current to regulate the hole; B1032. the fairing lateral negative pressure turbulence hole; B104. intersecting pressure wave differential pressure reduction drainage devices; b104-, adjusting an air outlet by reverse pressure eddy current; b104a, flow/pressure drainage draft duct a (see fig. A8a104 a); b104a1+. open-flow nose cone; b104a2+. positive pressure guide holes on two sides of the top surface of the nose cone; b104a3+. nose conoid mandibular plane decompression diversion hole (same as in examples 1, 2, 3); b104b. a drainage/pressure relief airway b (see fig. A8a104 b); B104B +. the side of the nose cone cuts into the air inlet hole of the inclined plane in the windward direction; b104c. a drainage/pressure relief airway c (see fig. A8a104 c); b104c +. front windshield side air inlet; b104a-. a draft duct a negative pressure air outlet; B104B-. a draft duct B is a negative pressure air outlet; b104c-. a draft duct c negative pressure air outlet; B105. an adjustable angle type rectifying shovel; b105+1, a rectification shovel sweepforward flank aileron; b105+ 2. a rectifying shovel angle-adjusting movable shaft (see a105+ 2); b106a. horizontal negative pressure array loose-leaf; b106b, a comb-shaped flow blocking gate; b106c1. loose-leaf inner lintel; b106c2. loose-leaf outer lintel; b106d, a spring sheet with a hinge shaft mounting hole; B107. an integrally foamed totally-closed mute connecting ring; b108a. a spoiler empennage in a head-vehicle state; b108b. spoiler tails in a tailgating state (see fig. a 2108 b); B108B +1.LED warning light; C. the integrated double-arch train head car of the rectifying shovel nose cone comprises: 0000. a steering wheel carrier; C100. a separate guide type overhead airflow guide groove; C101. a head car compartment; C102. a front windshield glass; C103. a negative pressure eliminating fairing at the top of the locomotive; c103+ 1. negative pressure eliminating fairing angle modulation rotating shaft (see A8A 103+ 1); c103a is a negative pressure eliminating fairing when the vehicle is in a head-up state; c103b. a negative pressure eliminating cowling in a tail car state (see a103 b); C1031. the fairing guides the air current to regulate the hole; C1032. the fairing lateral negative pressure turbulence hole; C104. intersecting pressure wave differential pressure reduction drainage devices; c104, adjusting an air outlet by counter-pressure vortex; c104a, draft/pressure bleed duct a (see a104 a); c104a1+. open-flow nose cone; c104a2+. positive pressure guide holes on two sides of the top surface of the nose cone; c104b. a drainage/pressure relief draft duct b (see a104 b); c104b + the nose cone side cuts into the inclined plane air inlet hole in the windward direction; c104c. a drain/pressure bleed duct c (see a104 c); C104C +. front windshield side air inlet; c104a-, a negative pressure air outlet of the air drawing passage a; c104b-. a draft duct b negative pressure air outlet; C104C-. a draft duct C negative pressure air outlet; C105. a nose cone integrated rectifying shovel; c105+ 1, a rectification shovel sweepforward flank aileron; c105+ 2. a rectifying shovel angle-adjusting movable shaft (see a105+ 2); c106a. horizontal negative pressure array loose-leaf; c106b, a comb-shaped flow blocking grid; c106c1. loose-leaf inner lintel; c106c2. loose leaf outer lintel; c106d, an elastic sheet with a hinge rotating shaft mounting hole; C107. an integrally foamed totally-closed mute connecting ring; c108a. a spoiler empennage in a head-car state; c108b. spoiler tail in tail-car state (see a108 a); c108b + 1. tail LED warning light;
Detailed Description
The functional schemes of the three embodiments can be interchanged:
example 1
A balanced pressure type high-speed train head comprises a single-arch or double-arch type head, which consists of a head train and a carriage; integral foaming totally-closed mute connecting rings A107, B107 and C107 are arranged between the head car and the carriage, and the head car can be used as a tail car in marshalling running of a train; the locomotive is characterized in that the locomotive comprises a locomotive carriage A101, a locomotive carriage B101, a locomotive carriage C101 and a steering wheel group 0000; the head car body a101, B101, C101 includes: a central overhead air flow guide groove A100 or symmetrical split guide type overhead air flow guide grooves B100, C100, a nose top negative pressure eliminating fairing A103, B103, C103, a train side skirt bottom negative pressure array loose-leaf A106a, B106a, C106a, an intersection pressure wave pressure difference reduction drainage device A104, B104, C104, an open drainage type nose cone A104A1+, B104A1+, C104A1+, an obstacle clearing rectification shovel A105+1, B105+1 with a front sweep side wing obstacle clearing rectification shovel or a nose cone integrated rectification shovel C105 with a front sweep side wing obstacle clearing rectification shovel, a spoiler with an angle adjustable during reverse running, an angle adjustable spoiler of A108B, B108B, C108B, a front wind window water mist blowing flow guide device capable of being adjusted during forward running, a general streamline housing front glass A102, B102, C102, fish eye dipped headlight A109 and fish eye B; the intersection pressure wave differential pressure reduction and drainage devices A104, B104 and C104 comprise positive pressure air inlets, drainage/pressure relief air draft ducts A104a, A104B, A104C, B104a, B104B, B104C, C104a, C104B and C104C and flank negative pressure air outlets, and the positive pressure air inlets and the flank negative pressure air outlets can be provided with rectification grids or grids; the positive pressure air inlets are front windshield side air inlets A104C +, B104C +, C104C + arranged at two sides of a front windshield of the vehicle head, positive pressure guide holes A104a2+, B104a2+, C104a2+ at two sides of the top surface of the nose cone at two sides of the windward side of the nose cone, and windward cut-in inclined plane air inlet holes A104B +, B104B + and C104B + at the positive pressure positions of airflow on the windward cut-in inclined plane at two sides of the nose cone; the drainage/pressure relief draft ducts A104a, A104B, A104C, B104a, B104B, B104C, C104a, C104B and C104C are arranged inside or outside the vehicle bodies on two sides of the vehicle head, and two ends of the drainage/pressure relief draft ducts are respectively connected with a positive pressure air inlet and a negative pressure air outlet; the negative pressure air outlets are arranged at the tail ends of flow guiding/pressure relief air draft ducts A104a, A104B, A104C, B104a, B104B, B104C, C104a, C104B and C104C at the left side and the right side of the locomotive, and the negative pressure vortex adjusting air outlets A104-, B104-and C104-are arranged behind airflow transition points of boundary layers at the two sides of the locomotive; the reverse pressure vortex adjusting air outlets A104-, B104-and C104-are connected by a branch draft duct.
The overhead airflow guide groove A100 in the center of the head of the constant-pressure high-speed train extends upwards from the windward side of the head and is a wide overhead airflow guide groove which passes through the front side of the air window to the top; the symmetrical split guide type overhead airflow guide grooves B100 and C100 are two symmetrical overhead airflow guide grooves which are arranged on two sides of the windward top surface of the vehicle head and continuously extend to the top through two sides of the air windows.
The open drainage type nose cone A104A1+, B104A1+ and C104A1+ of the balanced pressure type high-speed train head is an open vent type structure, positive pressure air flow is sucked by the open vent and then sucked out from a negative pressure air outlet through a built-in drainage/pressure relief air drawing channel, the open vent and the negative pressure air outlet A104B-, B104B-and C104B-can be provided with a rectifying grating or a grid, the pneumatic mode of the rectifying grating or the grid is the same as that of the intersection pressure wave pressure difference reduction drainage devices A104, B104 and C104, and the negative pressure air outlet is arranged at the tail end of the built-in or external air drawing channels at two sides of the head.
The constant-pressure high-speed train head meeting pressure wave pressure difference reduction and drainage devices A104, B104 and C104 can also be arranged at the top of the train head, the positive-pressure drainage port is arranged above the front air window, the pressure difference drainage air draft duct at the top is arranged inside or outside the train head roof, and the negative-pressure air outlet is arranged in a turbulent flow negative pressure area at the tail end of the drainage air draft duct at the train head.
Constant-pressure high-speed train locomotive top negative pressure fairing A103, B103, C103 be one and set up in the thin shell lamella fairing of locomotive head windward side top backward extension section top, it is equipped with tertiary negative angle of attack, promptly: the first stage is a sawtooth cut-in section with a slightly larger negative attack angle, the second stage is an advancing stable section with a gentle negative attack angle, the third stage is a negative pressure airflow discrete section with a slightly larger negative attack angle, and a positive pressure pressurizing groove can be arranged between the negative pressure airflow discrete section and the advancing stable section; the negative pressure eliminating fairing at the top of the headstock can be in a state that two sides are open, or can be in a state that two sides are closed or semi-closed, when the two sides are closed, the side walls of the negative pressure eliminating fairing are provided with fairing lateral negative pressure turbulent flow holes A1032, B1032 and C1032, the fixed connection parts of the two side walls at the front of the device and the roof are provided with negative pressure eliminating fairing rotating shafts A103+1, B103+1 and C103+1, and when the headstock is used as a tail car to run reversely, the rear angle of the thin shell petal-shaped fairing is adjusted to be low.
Lateral negative pressure array hinges A106a, B106a and C106a are arranged below side skirts at the front and the two sides of the balanced pressure type high-speed train, and the negative pressure array hinges A106a, B106a and C106a are composed of a hinge upper header A106C2, a hinge lower header A106C1, hinges and a comb-shaped flow blocking grid A106B; the setting mode of the negative pressure array loose leaf comprises the following steps:
(1) the upper end and the lower end of one side of the loose leaf are provided with rotating shafts or hinges, and the loose leaf upper header A106c2 is provided with a spring plate A106d with a loose leaf rotating shaft mounting hole; a loose-leaf rotating shaft inserting hole is formed in the loose-leaf lower header A106c1, and two ends of a rotating shaft of the loose-leaf are movably arranged in the array mounting holes of the loose-leaf upper header A106c2 and the loose-leaf lower header A106c 1; a comb-shaped flow blocking grid A106b and a comb-shaped flow blocking grid A106b are arranged below the inner side of the loose leaf and are comb-shaped flow blocking grids with outward-bent comb teeth;
alternatively, the first and second electrodes may be,
(2) the negative pressure array hinges B106a and C106a at the side skirt at the bottom of the train can also be horizontal, the negative pressure array hinges B106a and C106a are horizontally suspended and installed below the side skirts at the bottom of two sides of the train, a transverse rotating shaft is arranged above the hinges, one end of the transverse rotating shaft of the hinges is arranged on a side lintel with a movable installation hole below the outer side of the side skirt of the carriage, the other end of the transverse rotating shaft of the hinges is arranged in installation holes of spring plates B106d and C106d with installation holes of the hinge rotating shaft at the inner side of the side skirt of the carriage, flow-resisting comb-shaped grids B106B and C106B are arranged below the inner side of the hinges, and the flow-resisting comb-shaped grids B106B and C106B are flow-.
The rear side of the obstacle clearing rectification shovel with the angle adjustable forward swept side wing aileron of the balanced pressure type high-speed train head is provided with a rectification shovel angle adjustable movable shaft A105+2 and B105+2, the obstacle clearing rectification shovel with the angle adjustable forward swept side wing aileron can adjust the angle up and down by taking the rectification shovel angle adjustable movable shaft A105+2 and B105+2 as an axis, the two sides of the obstacle clearing rectification shovel are provided with forward swept side wings, and the outer sides of the two side wings are provided with vertical rectification shovel forward swept side wing ailerons A105+1 and B105+1.
The center of the front windshield glass and the center of the rear face mask of the nose cone of the windward side of the head of the constant-pressure high-speed train are provided with reverse running spoiler tail wings A108a and A108B with opening/closing angle modulation, the spoiler tail wings are closed when the train runs in the forward direction and opened when the train runs in the reverse direction, and tail wing LED warning lamps A108B +1, B108B +1 and C108B +1 are arranged at the back of the spoiler tail wings.
The integrally foamed totally-closed mute connecting rings A107, B107 and C107 are formed by foaming rubber or high polymer materials and are arranged at the connecting positions between the head car and the carriage as well as between the carriage and the carriage; the sealing ring can be of a single integral type or a split matching type, two parts of the split matching type are respectively arranged at two ends of the joint of the two carriages, and the two parts are connected by a concave-convex mortise in a matching way.
Example 2
A balanced pressure type high-speed train head comprises a single-arch or double-arch type head, which consists of a head train and a carriage; integral foaming totally-closed mute connecting rings A107, B107 and C107 are arranged between the head car and the carriage, and the head car can be used as a tail car in marshalling running of a train; the locomotive is characterized in that the locomotive comprises a locomotive carriage A101, a locomotive carriage B101, a locomotive carriage C101 and a steering wheel group 0000; the head car body a101, B101, C101 includes: a central overhead air flow guide groove A100 or symmetrical split guide type overhead air flow guide grooves B100, C100, a nose top negative pressure eliminating fairing A103, B103, C103, a train side skirt bottom negative pressure array loose-leaf A106a, B106a, C106a, an intersection pressure wave pressure difference reduction drainage device A104, B104, C104, an open drainage type nose cone A104A1+, B104A1+, C104A1+, an obstacle clearing rectification shovel A105+1, B105+1 with a front sweep side wing obstacle clearing rectification shovel or a nose cone integrated rectification shovel C105 with a front sweep side wing obstacle clearing rectification shovel, a spoiler with an angle adjustable during reverse running, an angle adjustable spoiler of A108B, B108B, C108B, a front wind window water mist blowing flow guide device capable of being adjusted during forward running, a general streamline housing front glass A102, B102, C102, fish eye dipped headlight A109 and fish eye B; the intersection pressure wave differential pressure reduction and drainage devices A104, B104 and C104 comprise positive pressure air inlets, drainage/pressure relief air draft ducts A104a, A104B, A104C, B104a, B104B, B104C, C104a, C104B and C104C and flank negative pressure air outlets, and the positive pressure air inlets and the flank negative pressure air outlets can be provided with rectification grids or grids; the positive pressure air inlets are front windshield side air inlets A104C +, B104C +, C104C + arranged at two sides of a front windshield of the vehicle head, positive pressure guide holes A104a2+, B104a2+, C104a2+ at two sides of the top surface of the nose cone at two sides of the windward side of the nose cone, and windward cut-in inclined plane air inlet holes A104B +, B104B + and C104B + at the positive pressure positions of airflow on the windward cut-in inclined plane at two sides of the nose cone; the drainage/pressure relief draft ducts A104a, A104B, A104C, B104a, B104B, B104C, C104a, C104B and C104C are arranged inside or outside the vehicle bodies on two sides of the vehicle head, and two ends of the drainage/pressure relief draft ducts are respectively connected with a positive pressure air inlet and a negative pressure air outlet; the negative pressure air outlets are arranged at the tail ends of flow guiding/pressure relief air draft ducts A104a, A104B, A104C, B104a, B104B, B104C, C104a, C104B and C104C at the left side and the right side of the locomotive, and the negative pressure vortex adjusting air outlets A104-, B104-and C104-are arranged behind airflow transition points of boundary layers at the two sides of the locomotive; the reverse pressure vortex adjusting air outlets A104-, B104-and C104-are connected by a branch draft duct.
The center overhead airflow guide groove A100 of the balanced pressure type high-speed train locomotive extends upwards from the windward side of the locomotive and is a wide overhead airflow guide groove which passes through the front side of the air window to the top; the symmetrical split guide type overhead airflow guide grooves B100 and C100 are two symmetrical overhead airflow guide grooves which are arranged on two sides of the windward top surface of the vehicle head and continuously extend to the top through two sides of the air windows.
The open drainage type nose cone A104A1+, B104A1+ and C104A1+ of the constant-pressure high-speed train head is an open vent structure, positive pressure air flow is sucked by the open vent and then sucked out from a negative pressure air outlet through an internal drainage/pressure-relief air-drawing duct, the open vent and the negative pressure air outlet A104B-, B104B-and C104B-can be provided with a rectifying grating or a grid, the pneumatic mode of the rectifying grating or the grid is the same as that of the intersection pressure wave pressure difference reduction drainage devices A104, B104 and C104, and the negative pressure air outlet is arranged at the tail end of the internal or external air-drawing duct at two sides of the head.
The intersection pressure wave differential pressure reduction and drainage device A104, B104 and C104 of the constant-pressure high-speed train locomotive can also be arranged at the top of the locomotive, the positive-pressure drainage port is arranged above the front air window, the differential-pressure drainage air draft duct at the top is arranged inside or outside the locomotive roof, and the negative-pressure air outlet is arranged in a turbulent flow negative pressure area at the tail end of the drainage air draft duct at the roof.
Constant-pressure high-speed train locomotive top negative pressure fairing A103, B103, C103 be one and set up in the thin shell lamella fairing of locomotive head windward side top backward extension section top, it is equipped with tertiary negative angle of attack, promptly: the first stage is a sawtooth cut-in section with a slightly larger negative attack angle, the second stage is an advancing stable section with a gentle negative attack angle, the third stage is a negative pressure airflow discrete section with a slightly larger negative attack angle, and a positive pressure pressurizing groove can be arranged between the negative pressure airflow discrete section and the advancing stable section; the negative pressure eliminating fairing at the top of the headstock can be in a state that two sides are open, or can be in a state that two sides are closed or semi-closed, when the two sides are closed, the side walls of the negative pressure eliminating fairing are provided with fairing lateral negative pressure turbulent flow holes A1032, B1032 and C1032, the fixed connection parts of the two side walls at the front of the device and the roof are provided with negative pressure eliminating fairing rotating shafts A103+1, B103+1 and C103+1, and when the headstock is used as a tail car to run reversely, the rear angle of the thin shell petal-shaped fairing is adjusted to be low.
Lateral negative pressure array hinges A106a, B106a and C106a are arranged below side skirts at the front and the two sides of the balanced pressure type high-speed train, and the negative pressure array hinges A106a, B106a and C106a are composed of a hinge upper header A106C2, a hinge lower header A106C1, hinges and a comb-shaped flow blocking grid A106B; the setting mode of the negative pressure array loose leaf comprises the following steps:
(1) the upper end and the lower end of one side of the loose leaf are provided with rotating shafts or hinges, and the loose leaf upper header A106c2 is provided with a spring plate A106d with a loose leaf rotating shaft mounting hole; a loose-leaf rotating shaft inserting hole is formed in the loose-leaf lower header A106c1, and two ends of a rotating shaft of the loose-leaf are movably arranged in the array mounting holes of the loose-leaf upper header A106c2 and the loose-leaf lower header A106c 1; a comb-shaped flow blocking grid A106b and a comb-shaped flow blocking grid A106b are arranged below the inner side of the loose leaf and are comb-shaped flow blocking grids with outward-bent comb teeth;
alternatively, the first and second electrodes may be,
(2) the negative pressure array hinges B106a and C106a at the side skirt at the bottom of the train can also be horizontal, the negative pressure array hinges B106a and C106a are horizontally suspended and installed below the side skirts at the bottom of two sides of the train, a transverse rotating shaft is arranged above the hinges, one end of the transverse rotating shaft of the hinges is arranged on a side lintel with a movable installation hole below the outer side of the side skirt of the carriage, the other end of the transverse rotating shaft of the hinges is arranged in installation holes of spring plates B106d and C106d with installation holes of the hinge rotating shaft at the inner side of the side skirt of the carriage, flow-resisting comb-shaped grids B106B and C106B are arranged below the inner side of the hinges, and the flow-resisting comb-shaped grids B106B and C106B are flow-.
The rear side of the obstacle clearing rectification shovel with the angle adjustable forward swept side wing aileron of the balanced pressure type high-speed train head is provided with a rectification shovel angle adjustable movable shaft A105+2 and B105+2, the obstacle clearing rectification shovel with the angle adjustable forward swept side wing aileron can adjust the angle up and down by taking the rectification shovel angle adjustable movable shaft A105+2 and B105+2 as an axis, the two sides of the obstacle clearing rectification shovel are provided with forward swept side wings, and the outer sides of the two side wings are provided with vertical rectification shovel forward swept side wing ailerons A105+1 and B105+1.
The center of the front windshield glass and the center of the rear face mask of the nose cone of the windward side of the head of the constant-pressure high-speed train are provided with reverse running spoiler tail wings A108a and A108B with opening/closing angle modulation, the spoiler tail wings are closed when the train runs in the forward direction and opened when the train runs in the reverse direction, and tail wing LED warning lamps A108B +1, B108B +1 and C108B +1 are arranged at the back of the spoiler tail wings.
The whole foaming totally-enclosed mute connecting rings (A107, B107 and C107) of the constant pressure type high-speed train are formed by foaming rubber or high polymer materials and are arranged at the joints between the head train and the carriage as well as between the carriage and the carriage; the sealing ring can be of a single integral type or a split matching type, two parts of the split matching type are respectively arranged at two ends of the joint of the two carriages, and the two parts are connected by a concave-convex mortise in a matching way.
Example 3
A balanced pressure type high-speed train head comprises a single-arch or double-arch type head, which consists of a head train and a carriage; integral foaming totally-closed mute connecting rings A107, B107 and C107 are arranged between the head car and the carriage, and the head car can be used as a tail car in marshalling running of a train; the locomotive is characterized in that the locomotive comprises a locomotive carriage A101, a locomotive carriage B101, a locomotive carriage C101 and a steering wheel group 0000; the head car body a101, B101, C101 includes: a central overhead air flow guide groove A100 or symmetrical split guide type overhead air flow guide grooves B100, C100, a nose top negative pressure eliminating fairing A103, B103, C103, a train side skirt bottom negative pressure array loose-leaf A106a, B106a, C106a, an intersection pressure wave pressure difference reduction drainage device A104, B104, C104, an open drainage type nose cone A104A1+, B104A1+, C104A1+, an obstacle clearing rectification shovel A105+1, B105+1 with a front sweep side wing obstacle clearing rectification shovel or a nose cone integrated rectification shovel C105 with a front sweep side wing obstacle clearing rectification shovel, a spoiler with an angle adjustable during reverse running, an angle adjustable spoiler of A108B, B108B, C108B, a front wind window water mist blowing flow guide device capable of being adjusted during forward running, a general streamline housing front glass A102, B102, C102, fish eye dipped headlight A109 and fish eye B; the intersection pressure wave differential pressure reduction and drainage devices A104, B104 and C104 comprise positive pressure air inlets, drainage/pressure relief air draft ducts A104a, A104B, A104C, B104a, B104B, B104C, C104a, C104B and C104C and flank negative pressure air outlets, and the positive pressure air inlets and the flank negative pressure air outlets can be provided with rectification grids or grids; the positive pressure air inlets are front windshield side air inlets A104C +, B104C +, C104C + arranged at two sides of a front windshield of the vehicle head, positive pressure guide holes A104a2+, B104a2+, C104a2+ at two sides of the top surface of the nose cone at two sides of the windward side of the nose cone, and windward cut-in inclined plane air inlet holes A104B +, B104B + and C104B + at the positive pressure positions of airflow on the windward cut-in inclined plane at two sides of the nose cone; the drainage/pressure relief draft ducts A104a, A104B, A104C, B104a, B104B, B104C, C104a, C104B and C104C are arranged inside or outside the vehicle bodies on two sides of the vehicle head, and two ends of the drainage/pressure relief draft ducts are respectively connected with a positive pressure air inlet and a negative pressure air outlet; the negative pressure air outlets are arranged at the tail ends of flow guiding/pressure relief air draft ducts A104a, A104B, A104C, B104a, B104B, B104C, C104a, C104B and C104C at the left side and the right side of the locomotive, and the negative pressure vortex adjusting air outlets A104-, B104-and C104-are arranged behind airflow transition points of boundary layers at the two sides of the locomotive; the reverse pressure vortex adjusting air outlets A104-, B104-and C104-are connected by a branch draft duct.
The center overhead airflow guide groove A100 of the head of the constant-pressure high-speed train extends upwards from the windward side of the head and is a wide overhead airflow guide groove which passes through the front side of the air window to the top; the symmetrical split guide type overhead airflow guide grooves B100 and C100 are two symmetrical overhead airflow guide grooves which are arranged on two sides of the windward top surface of the vehicle head and continuously extend to the top through two sides of the air windows.
The open drainage type nose cone A104A1+, B104A1+ and C104A1+ of the constant-pressure high-speed train head is an open vent structure, positive pressure air flow is sucked by the open vent and then sucked out from a negative pressure air outlet through an internal drainage/pressure-relief air-drawing duct, the open vent and the negative pressure air outlet A104B-, B104B-and C104B-can be provided with a rectifying grating or a grid, the pneumatic mode of the rectifying grating or the grid is the same as that of the intersection pressure wave pressure difference reduction drainage devices A104, B104 and C104, and the negative pressure air outlet is arranged at the tail end of the internal or external air-drawing duct at two sides of the head.
The balanced pressure type high-speed train locomotive according to claim 1, wherein the intersection pressure wave differential pressure reduction and drainage devices A104, B104 and C104 can also be arranged at the top of the locomotive, the positive pressure drainage port is arranged above the front windshield, the differential pressure drainage draft duct at the top is arranged inside or outside the locomotive roof, and the negative pressure air outlet is arranged in a turbulent flow negative pressure area at the tail end of the drainage draft duct at the roof.
Constant-pressure high-speed train locomotive top negative pressure fairing A103, B103, C103 be one and set up in the thin shell lamella fairing of locomotive head windward side top backward extension section top, it is equipped with tertiary negative angle of attack, promptly: the first stage is a sawtooth cut-in section with a slightly larger negative attack angle, the second stage is an advancing stable section with a gentle negative attack angle, the third stage is a negative pressure airflow discrete section with a slightly larger negative attack angle, and a positive pressure pressurizing groove can be arranged between the negative pressure airflow discrete section and the advancing stable section; the negative pressure eliminating fairing at the top of the headstock can be in a state that two sides are open, or can be in a state that two sides are closed or semi-closed, when the two sides are closed, the side walls of the negative pressure eliminating fairing are provided with fairing lateral negative pressure turbulent flow holes A1032, B1032 and C1032, the fixed connection parts of the two side walls at the front of the device and the roof are provided with negative pressure eliminating fairing rotating shafts A103+1, B103+1 and C103+1, and when the headstock is used as a tail car to run reversely, the rear angle of the thin shell petal-shaped fairing is adjusted to be low.
Lateral negative pressure array hinges A106a, B106a and C106a are arranged below side skirts at the front and the two sides of the balanced pressure type high-speed train, and the negative pressure array hinges A106a, B106a and C106a are composed of a hinge upper header A106C2, a hinge lower header A106C1, hinges and a comb-shaped flow blocking grid A106B; the setting mode of the negative pressure array loose leaf comprises the following steps:
(1) the upper end and the lower end of one side of the loose leaf are provided with rotating shafts or hinges, and the loose leaf upper header A106c2 is provided with a spring plate A106d with a loose leaf rotating shaft mounting hole; a loose-leaf rotating shaft inserting hole is formed in the loose-leaf lower header A106c1, and two ends of a rotating shaft of the loose-leaf are movably arranged in the array mounting holes of the loose-leaf upper header A106c2 and the loose-leaf lower header A106c 1; a comb-shaped flow blocking grid A106b and a comb-shaped flow blocking grid A106b are arranged below the inner side of the loose leaf and are comb-shaped flow blocking grids with outward-bent comb teeth;
alternatively, the first and second electrodes may be,
(2) the negative pressure array hinges B106a and C106a at the side skirt at the bottom of the train can also be horizontal, the negative pressure array hinges B106a and C106a are horizontally suspended and installed below the side skirts at the bottom of two sides of the train, a transverse rotating shaft is arranged above the hinges, one end of the transverse rotating shaft of the hinges is arranged on a side lintel with a movable installation hole below the outer side of the side skirt of the carriage, the other end of the transverse rotating shaft of the hinges is arranged in installation holes of spring plates B106d and C106d with installation holes of the hinge rotating shaft at the inner side of the side skirt of the carriage, flow-resisting comb-shaped grids B106B and C106B are arranged below the inner side of the hinges, and the flow-resisting comb-shaped grids B106B and C106B are flow-.
The nose cone integrated fairing shovel C105 with the front swept wing obstacle clearing fairing shovel of the constant-pressure high-speed train locomotive is integrated with a nose cone, front swept wings are attached to two sides of the nose cone integrated fairing shovel C105, and vertical fairing front swept wing ailerons C105+1 are arranged on the outer sides of the wings on the two sides.
The constant-pressure high-speed train head according to claim 1, wherein reverse-running spoiler tails A108a and A108B with openable/closable angle angles are arranged in the centers of face masks in front of windward side windshields and at the rear of nose cones of the train, spoiler is turned off during forward running and turned on during reverse running, and spoiler LED warning lamps A108B +1, B108B +1 and C108B +1 are arranged at the backs of the spoiler tails.
The whole foaming totally-closed mute connecting rings A107, B107 and C107 of the constant pressure type high-speed train are formed by foaming rubber or high polymer materials and are arranged at the connecting positions between a head train and a carriage as well as between the carriage and the carriage; the sealing ring can be of a single integral type or a split matching type, two parts of the split matching type are respectively arranged at two ends of the joint of the two carriages, and the two parts are connected by a concave-convex mortise in a matching way.
Claims (10)
1. A balanced pressure type high-speed train head comprises a single-arch or double-arch type head, which consists of a head train and a carriage; integral foaming totally-enclosed silent connecting rings (A107, B107 and C107) are arranged between the head car and the carriage, and between the carriages, and the head car can be used as a tail car in marshalling running of a train; the locomotive is characterized in that the locomotive comprises a locomotive carriage (A101, B101 and C101) with the locomotive and a steering wheel set (0000); the head car (A101, B101, C101) includes: a central overhead airflow guiding groove (A100) or symmetrical diversion type overhead airflow guiding grooves (B100, C100), a nose top negative pressure eliminating fairing (A103, B103, C103), a train side skirt bottom negative pressure array hinge (A106a, B106a, C106a), an intersection pressure wave pressure difference reduction drainage device (A104, B104, C104), an open drainage nose cone (A104A1+, B104A1+, C104A1+), an obstacle clearing rectification shovel (A105+1, B105+1) with a front swept wing and aileron angle adjustable angle or a nose cone integrated rectification shovel (C105) with a front swept wing and obstacle clearing rectification shovel, a spoiler (A108B, B108B, C108B) with a front swept wing angle adjustable angle, a front wind window water mist blowing guiding device capable of being adjusted and opened and closed during forward driving, and a general streamline housing front windshield glass (A102, B102, C102, a fish eye B) and a fish eye 109; the intersection pressure wave differential pressure reduction and drainage device (A104, B104 and C104) consists of a positive pressure air inlet, a drainage/pressure-relief air extraction duct (A104a, A104B, A104C, B104a, B104B, B104C, C104a, C104B and C104C) and a flank negative pressure air outlet, wherein the positive pressure air inlet and the flank negative pressure air outlet can be provided with a rectifying grid or a mesh grid; the positive pressure air inlets are front windshield side air inlets (A104C +, B104C +, C104C +) arranged at two sides of a front windshield of the vehicle head, positive pressure guide holes (A104a2+, B104a2+, C104a2+) arranged at two sides of the top face of the nose cone at two sides of the windward side of the nose cone and air flow positive pressure cut-in inclined plane air inlet holes (A104B +, B104B +, C104B +) arranged at two sides of the windward side of the nose cone at windward cut-in inclined plane; the drainage/pressure relief draft duct (A104a, A104B, A104C, B104a, B104B, B104C, C104a, C104B and C104C) is arranged inside or outside the vehicle body on two sides of the vehicle head, and two ends of the drainage/pressure relief draft duct are respectively connected with the positive pressure air inlet and the negative pressure air outlet; the negative pressure air outlet is arranged at the tail ends of the drainage/pressure relief air drawing channels (A104a, A104B, A104C, B104a, B104B, B104C, C104a, C104B and C104C) at the left side and the right side of the vehicle head, and the reverse pressure vortex adjusting air outlets (A104-, B104-and C104-) are arranged behind the airflow transition points of the boundary layers at the two sides of the vehicle head; the reverse pressure vortex adjusting air outlets (A104-, B104-and C104-) are connected by a branch draft duct.
2. The balanced-pressure type high-speed train head according to claim 1, wherein the central overhead airflow guide groove (A100) is a wide overhead airflow guide groove which extends upwards from the windward side of the train head and is excessive towards the top through the front side of the wind window; the symmetrical split guide type overhead airflow guide grooves (B100 and C100) are two symmetrical overhead airflow guide grooves which are arranged on two sides of the windward top surface of the vehicle head and continuously extend to the top through two sides of the air window.
3. The balanced-pressure type high-speed train head according to claim 1, wherein the open drainage nose cone (a104A1+, B104A1+, C104A1+) which is the front nose cone of the train is an open vent structure, positive pressure air flow is sucked from the open vent and then sucked out from the negative pressure air outlet through an internal drainage/pressure-relief air-drawing duct, the open vent and the negative pressure air outlet (a104B-, B104B-, C104B-) can be provided with a rectifying grid or a mesh, the pneumatic mode of the rectifying grid or the mesh is the same as that of the intersection pressure wave pressure difference reduction drainage device (a104, B104, C104), and the negative pressure air outlet is arranged at the tail end of the internal or external air-drawing duct at two sides of the head.
4. The balanced pressure type high-speed train locomotive according to claim 1, wherein the intersection pressure wave differential pressure reduction and drainage device (A104, B104, C104) can also be arranged at the top of the locomotive, the positive pressure drainage port is arranged above the front windshield, the differential pressure drainage draft duct at the top is arranged inside or outside the locomotive roof, and the negative pressure air outlet is arranged in a turbulent flow negative pressure area at the tail end of the drainage draft duct at the roof.
5. The balanced pressure type high-speed train locomotive according to claim 1, wherein the locomotive top negative pressure eliminating fairing (A103, B103, C103) is a thin shell petal-shaped fairing arranged above a backward extending section at the top of the windward side of the locomotive, and provided with three-stage negative attack angles, namely: the first stage is a sawtooth cut-in section with a slightly larger negative attack angle, the second stage is an advancing stable section with a gentle negative attack angle, the third stage is a negative pressure airflow discrete section with a slightly larger negative attack angle, and a positive pressure pressurizing groove can be arranged between the negative pressure airflow discrete section and the advancing stable section; the negative pressure eliminating fairing at the top of the headstock can be in a state that two sides are open, or can be in a state that two sides are closed or semi-closed, when the two sides are closed, the side walls of the negative pressure eliminating fairing are provided with fairing lateral negative pressure turbulence holes (A1032, B1032 and C1032), the fixed connection parts of the two side walls at the front of the device and the roof are provided with negative pressure eliminating fairing rotating shafts (A103+1, B103+1 and C103+1), and when the headstock is used as a tail car to run reversely, the rear angle of the thin shell petal-shaped fairing is adjusted to be low.
6. The constant-pressure high-speed train head according to claim 1, wherein lateral negative pressure array hinges (A106a, B106a and C106a) are arranged below side skirts of two bottom sides of the train, and the negative pressure array hinges (A106a, B106a and C106a) are composed of a hinge upper header (A106C2), a hinge lower header (A106C1), hinges and comb-shaped flow blocking grids (A106B); the setting mode of the negative pressure array loose leaf comprises the following steps:
(1) the upper end and the lower end of one side of the loose leaf are provided with rotating shafts or hinges, and the loose leaf upper header (A106c2) is provided with a spring plate (A106d) with a mounting hole for the loose leaf rotating shaft; a loose-leaf rotating shaft inserting hole is formed in the loose-leaf lower header (A106c1), and two ends of a rotating shaft of the loose-leaf are movably arranged in the array mounting holes of the loose-leaf upper header (A106c2) and the loose-leaf lower header (A106c 1); a comb-shaped flow blocking grid (A106b) is arranged below the inner side of the loose leaf, and the comb-shaped flow blocking grid (A106b) is a comb-shaped flow blocking grid with outward-bent comb teeth;
alternatively, the first and second electrodes may be,
(2) the negative pressure array hinges (B106a, C106a) at the side skirts at the bottom of the train can also be horizontal, the negative pressure array hinges (B106a, C106a) are horizontally suspended and installed below the side skirts at the bottom of the two sides of the train, a transverse rotating shaft is arranged above the hinges, one end of the transverse rotating shaft of the hinges is arranged on a side lintel with a movable installation hole below the outer side of the side skirt of the carriage, the other end of the transverse rotating shaft of the hinges is arranged in an elastic sheet (B106d, C106d) installation hole with a hinge rotating shaft installation hole inside the side skirt of the carriage, comb-shaped flow blocking grids (B106B, C106B) are arranged below the inner side of the hinges, and the comb-shaped flow blocking grids (B106B, C106B) are comb-shaped flow blocking grids.
7. The balanced pressure type high-speed train head according to claim 1, wherein a rectifying shovel angle adjustable movable shaft (A105+2, B105+2) is arranged at the rear side of the obstacle clearing rectifying shovel with the forward swept side wing adjustable angle, the obstacle clearing rectifying shovel with the forward swept side wing adjustable angle can adjust the angle up and down by taking the rectifying shovel angle adjustable movable shaft (A105+2, B105+2) as an axis, the forward swept side wing is arranged at the two sides of the obstacle clearing rectifying shovel, and the vertical rectifying shovel forward swept side wing auxiliary wings (A105+1, B105+1) are arranged at the outer sides of the two side wings.
8. The balanced-pressure type high-speed train head according to claim 1, characterized in that the nose cone integrated fairing shovel (C105) with the forward-swept side wing obstacle-removing fairing shovel is integrated with a nose cone, the forward-swept side wing is attached to two sides of the nose cone integrated fairing shovel (C105), and the vertical fairing forward-swept side wing ailerons (C105+1) are arranged on the outer sides of the two side wings.
9. The constant-pressure high-speed train head as claimed in claim 1, wherein the center of the front and rear face shields of the windshield glass of the windward side of the train is provided with a reverse-running spoiler tail (A108a, A108B) with an opening/closing angle, the spoiler is closed when the train runs in the forward direction and is opened when the train runs in the reverse direction, and the back of the spoiler tail is provided with a tail LED warning light (A108B +1, B108B +1, C108B + 1).
10. The constant-pressure high-speed train head according to claim 1, wherein the integrally foamed totally-enclosed mute connecting rings (A107, B107 and C107) are formed by foaming rubber or high polymer materials and are arranged at the joints between the head train and the carriage as well as between the carriage and the carriage; the integrally foamed totally-enclosed silent connecting ring can be of a single integral type or a split matching type, two parts of the split matching type are respectively arranged at two ends of the joint of two carriages and are matched and connected by a concave-convex mortise.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN105922998B (en) * | 2016-06-06 | 2019-01-25 | 中车唐山机车车辆有限公司 | Rail vehicle pod and rail vehicle |
| CN108116433B (en) * | 2017-11-22 | 2019-09-24 | 中车青岛四方机车车辆股份有限公司 | Water conservancy diversion cover structure and car body with it |
| HRP20221492T1 (en) * | 2017-12-27 | 2023-02-03 | Siemens Mobility GmbH | Rail vehicle and method for influencing an air flow |
| CN108116434B (en) * | 2018-01-05 | 2020-01-03 | 株洲九方装备股份有限公司 | Opening and closing mechanism with adjustable cabin door angle and cabin door angle adjusting method |
| CN108263405A (en) * | 2018-01-31 | 2018-07-10 | 史永奇 | A kind of drag reduction facility of bullet train |
| GB2577528B (en) * | 2018-09-27 | 2020-11-11 | Hitachi Ltd | A railway vehicle leading car deflector and nose bottom cover |
| CN109968993A (en) * | 2018-12-04 | 2019-07-05 | 中车青岛四方机车车辆股份有限公司 | Bottom guiding device, magnetic-levitation train, bottom guiding device control method and device |
| CN109625014A (en) * | 2018-12-12 | 2019-04-16 | 中车青岛四方机车车辆股份有限公司 | A kind of vehicle head structure of rail vehicle |
| FR3098177B1 (en) * | 2019-07-01 | 2022-06-10 | Sncf Mobilites | Optimization of aerodynamic performance in the coupling zone between the head cars of two adjacent sets of railway equipment. |
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