CN216185117U - Subway vehicle air duct structure - Google Patents
Subway vehicle air duct structure Download PDFInfo
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- CN216185117U CN216185117U CN202120624045.1U CN202120624045U CN216185117U CN 216185117 U CN216185117 U CN 216185117U CN 202120624045 U CN202120624045 U CN 202120624045U CN 216185117 U CN216185117 U CN 216185117U
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Abstract
The utility model relates to a subway vehicle air duct structure which comprises an air duct body, wherein an air inlet and an air outlet are arranged on the air duct body, the air outlet is distributed on one air duct wall plate, a V-shaped partition plate arranged along the arrangement direction of the air outlet is arranged in the air duct body, the partition plate is bent towards the air duct wall plate with the air outlet, the air duct body is distributed into a first air cavity and a second air cavity by the partition plate, the air outlet is communicated with the second air cavity, the air entering from the air inlet is divided into the first air cavity and the second air cavity by the front end of the partition plate, and the back end of the partition plate is provided with a backflow structure for backflow of the air in the first air cavity to the second air cavity. The utility model fully utilizes the advantages of the variable cross-section air duct and the static pressure air duct on the uniformity of air flow distribution, so that the uniformity of air quantity distribution of each air outlet is greatly improved in the long-distance air supply process on the premise of not increasing the energy loss of the air ducts.
Description
Technical Field
The utility model belongs to the technical field of manufacturing of subway vehicle equipment, and particularly relates to a subway vehicle air duct structure for supplying air into a carriage.
Background
The air conditioning system installed on the metro vehicle comprises an air conditioning unit, an air supply duct and the like, wherein one or two air conditioning units are generally installed on each section of carriage, the air conditioning unit is generally installed at the top of the carriage, an air supply outlet of the air conditioning unit supplies air into the carriage through the air supply duct, the air supply duct is generally arranged in the length direction of the carriage, and an air outlet used for supplying air into the carriage is formed in the air supply duct.
The length of the air supply duct can reach 5-10 m generally, if a special structure is not adopted, the air quantity sent by a ventilator arranged in the air conditioning unit can be gathered at the tail end of the air duct and sent out, and no air is sent out at the front end of the air duct. At present, manufacturers of various railway vehicles basically adopt air ducts with static pressure cavities or variable cross sections to solve the problem. The static pressure cavity air duct is verified in practical application for many years that the air volume distribution uniformity is improved and no obvious effect is achieved, a wind shield is usually required to be arranged in the air duct to achieve the effect, the position of the wind shield is usually determined through experience or test sites, energy loss in the air duct can be greatly increased, and the pressure head of the fan is increased. For the existing variable cross-section air duct structure, computer simulation and experiments show that the air distribution uniformity of the variable cross-section air duct structure is slightly better than that of a static pressure cavity air duct, but the difference from the ideal state is still large, and the reason is that a fault point exists in the theoretical basis of the variable cross-section air duct structure.
Therefore, how to ensure that the uniformity of air distribution of each air outlet can be improved on the premise of not increasing the energy loss of the air duct in the long-distance air supply process is a technical problem to be solved urgently at present.
SUMMERY OF THE UTILITY MODEL
The utility model mainly aims to solve the problems and the defects and provides the air duct structure of the metro vehicle, which can improve the air distribution uniformity of each air outlet on the premise of not increasing the energy loss of the air duct in the long-distance air supply process.
In order to achieve the purpose, the technical scheme of the utility model is as follows:
the utility model provides a railcar wind channel structure, includes the wind channel body be provided with into wind gap and air outlet on the wind channel body, the air outlet distributes on one of them wind channel wallboard install the internal V-arrangement baffle that sets up along the air supply direction in wind channel, the baffle orientation is opened there the wind channel wallboard direction of air outlet is bent, the baffle is with wind channel body allotment become first wind chamber and second wind chamber, air outlet and second wind chamber intercommunication, the front end of baffle will be shunted to first wind chamber and second wind intracavity by the air that the income wind gap got into, the rear end of baffle has the backflow structure with the air backward flow in the first wind chamber to second wind chamber.
Further, the backflow structure comprises a backflow gap for air backflow is reserved between the tail end of the partition plate and the tail end of the air duct body, and/or an opening area is arranged at the rear end of the partition plate, a plurality of through holes are formed in the opening area, and the first air cavity is communicated with the second air cavity through the through holes.
Furthermore, the quantity of the air outlets covered by the front half section from the front end part to the bending part of the baffle plate is larger than that of the air outlets covered by the rear half section from the bending part to the tail end, and the area of the inlet end face of the first air cavity is smaller than that of the inlet end face of the second air cavity.
Further, the ratio of the projection length of the front half section of the partition plate on the air duct wall plate to the projection length of the rear half section of the partition plate on the air duct wall plate is 6: 4.
furthermore, the area of the inlet end face of the first air cavity accounts for 30-40% of the total area of the air inlet of the air duct body, and the area of the inlet end face of the second air cavity accounts for 60-70% of the total area of the air inlet of the air duct body.
Furthermore, the area of the end face of the tail end of the first air cavity is the same as that of the end face of the tail end of the second air cavity.
Furthermore, the rear half-section area of the baffle from the bending part to the tail end is the perforated area.
Furthermore, the opening area is divided into two areas along the length direction of the partition board, wherein the two areas are a first area close to the bending part and a second area close to the tail end, and the opening rate of the first area is smaller than that of the second area.
Further, the length of the first region is greater than the length of the second region.
Further, the aperture ratio of the first area is 10% -15%, and the aperture ratio of the second area is 20% -25%.
In summary, according to the air duct structure for the metro vehicle, the V-shaped partition plate which is arranged in the air duct body along the arrangement direction of the air outlets is arranged, so that the inner cavity of the air duct body is divided into the variable cross-section area of the front half section and the static pressure area of the rear half section, the advantages of the variable cross-section air duct and the static pressure air duct on the uniformity of air flow distribution are fully utilized, and the uniformity of air volume distribution of the air outlets is greatly improved on the premise of not increasing the energy loss of the air duct in the long-distance air supply process.
Drawings
The accompanying drawings, which are included to provide a further understanding of the utility model, are incorporated in and constitute a part of this specification, illustrate embodiments of the utility model and together with the description serve to explain the utility model without limiting the utility model to the right. It is obvious that the drawings in the following description are only some embodiments, and that for a person skilled in the art, other drawings can be derived from them without inventive effort.
FIG. 1 is a schematic view of the air duct structure of the present invention;
FIG. 2 is a schematic cross-sectional view of FIG. 1;
fig. 3 is a schematic view of the structure of the separator of the present invention.
As shown in fig. 1 to 3, the air duct body 1, the air inlet 2, the air outlet 3, the partition plate 4, the front half section 4a, the rear half section 4b, the first air cavity 5, the second air cavity 6, the backflow gap 7, the opening region 8, the first region 8a, the second region 8b, and the through hole 9.
It should be noted that the drawings and the description are not intended to limit the scope of the inventive concept in any way, but to illustrate it by a person skilled in the art with reference to specific embodiments.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and the following embodiments are used for illustrating the present invention and are not intended to limit the scope of the present invention.
As shown in figures 1 and 2, the utility model provides a subway vehicle air duct structure, installation
In the sky
The air duct structure is an air supply duct in the carriage at an air supply outlet (not shown in the figure) of the air conditioner set and is used for supplying air into the carriage. The supply air duct may be installed in a central area of the roof of the vehicle compartment, or in a side roof area.
The utility model provides an air duct structure of a subway vehicle, which comprises an air duct body 1, wherein the whole air duct body 1 is of a cuboid structure, an air inlet 2 and an air outlet 3 are arranged on the air duct body 1, and in the embodiment, the air inlet 2 is arranged at one end part of the air duct body 1 and is connected with an air supply outlet of an air conditioning unit through a mounting flange. Air outlet 3 sets up to a plurality ofly, distributes on one of them wind channel wallboard of wind channel body 1, according to the air supply demand in the carriage, a plurality of air outlets 3 along wind channel body 1's length direction (the length direction in carriage promptly) evenly distributed, to installing the air supply wind channel at the roof, a plurality of air outlets 3 evenly set up on wind channel body 1's bottom wall board.
As shown in fig. 1 and 2, in the present embodiment, a V-shaped partition plate 4 is installed in the air duct body 1 along the air supply direction (i.e., the length direction of the air duct body 1), the partition plate 4 is bent toward the bottom wall plate of the air duct body 1 (i.e., the air duct wall plate provided with the air outlet 3), and two side edges of the partition plate 4 (i.e., two sides in the width direction of the partition plate 4) are riveted with the inner surfaces of the two side plates of the air duct body 1. The partition plate 4 is used for dividing the air volume sent by a ventilator of the air conditioning unit according to a certain proportion, and meanwhile, the partition plate 4 also plays a certain supporting role for the air duct body 1.
The space separation of baffle 4 in with the wind channel body 1 becomes first wind chamber 5 and second wind chamber 6, and in this embodiment, first wind chamber 5 is located the upper strata, and second wind chamber 6 is located the lower floor, and air outlet 3 communicates with the second wind chamber 6 of lower floor. The front end of the baffle plate 4 divides the air entering from the air inlet 2 into a first air cavity 5 and a second air cavity 6. Have the backflow structure that flows back the air in the first wind chamber 5 to second wind chamber 6 at the rear end of baffle 4, make the air that shunts to in the first wind chamber 5 get into second wind chamber 6, see off by air outlet 3 on the diapire board again, backflow structure also makes the pressure in first wind chamber 5 and the second wind chamber 6 keep balanced simultaneously, more is favorable to the amount of wind between each air outlet 3 even.
The partition board 4 is divided into a front half section 4a from the front end to the middle bending part and a rear half section 4b from the middle bending part to the tail end, in the embodiment, a certain included angle is formed between the front half section 4a of the partition board 4 and the bottom wall board provided with the air outlet 3, the included angle is preferably 10-15 degrees, a certain included angle is also formed between the rear half section 4b and the bottom wall board, and the included angle is smaller than or equal to the included angle between the front half section 4a and the bottom wall board. Of course, the rear half section 4b may be parallel to the bottom wall plate depending on the total length of the air duct body 1, the number of the air outlets 3 to be provided, and the like.
The air entering the first air cavity 5 on the upper layer flows towards the rear end along the partition plate 4, the longitudinal section of the first air cavity 5 is gradually increased from the air inlet to the middle bending part, and then is gradually decreased from the middle bending part to the tail end. The closer the air duct body 1 is to the end of the air duct body 1, the higher the static pressure is and the lower the speed is, and a static pressure region is formed in the rear half section 4b region of the partition plate 4. The air entering the lower second air cavity 6 also flows towards the rear end along the partition plate 4, the longitudinal section of the second air cavity 6 is gradually reduced from the air inlet to the middle bent part and then gradually increased from the middle bent part to the tail end, and a variable section area is formed in the front half section 4a area of the partition plate 4.
In this embodiment, a certain gap is left between the lowest point of the bending portion of the partition board 4 and the bottom wall plate of the air duct body 1, so that air entering the lower layer second air cavity 6 can flow into the air duct of the rear half section through the front half section variable cross section air duct, that is, the end portion of the variable cross section air duct is not closed, so that the air flow is in a flowing state all the way in the variable cross section area, and thus the theoretical basis of the variable cross section design is really met.
As shown in fig. 2, in this embodiment, the backflow structure includes a backflow gap 7 for air backflow between the end of the partition plate 4 and the air duct wall plate (the end plate at one end of the air duct body 1) at the end of the air duct body 1, and an opening area 8 is disposed at the rear end of the partition plate 4, a plurality of through holes 9 are disposed in the opening area 8, the through holes 9 communicate the first air chamber 5 with the second air chamber 6, a part of air in the first air chamber 5 passes through the through holes 9 and enters the second air chamber 6, and another part of air flows into the second air chamber 6 through the backflow gap 7 at the end.
In order to ensure the uniformity of the air outlet of each air outlet 3, according to a large number of simulation tests, it is preferable that the area of the inlet end surface of the first air cavity 5 is smaller than the area of the inlet end surface of the second air cavity 6, that is, the air volume distributed into the first air cavity 5 is smaller than the air volume distributed into the second air cavity 6. More preferably, the area of the inlet end face of the first air cavity 5 accounts for 30-40% of the total area of the air inlets of the air duct body 1, and the area of the inlet end face of the second air cavity 6 accounts for 70-60% of the total area of the air inlets of the air duct body 1. Meanwhile, the area of the end face of the tail end of the first air cavity 5 is the same as that of the end face of the tail end of the second air cavity 6.
In order to match with the distribution proportion of the air volume and ensure the air outlet uniformity of each air outlet 3, in this embodiment, preferably, the length of the partition plate 4 is equal to or greater than the maximum distance between the air outlets 3 at the two ends. And preferably, the length of the front half section 4a of the partition plate 4 is greater than that of the rear half section 4b, and after a lot of simulation verification, more preferably, the ratio of the projection length of the front half section 4a of the partition plate 4 on the lower surface of the air duct body 1 to the projection length of the rear half section 4b on the lower surface of the air duct body 1 is 6: 4.
as shown in fig. 2 and fig. 3, in this embodiment, preferably, the area from the bent portion to the end of the partition board 4, that is, the rear half section 4b of the partition board 4 is the opening area 8, so as to ensure the pressure balance between the first air cavity 5 and the second air cavity 6, and be favorable for uniformly distributing the air volume entering the upper first air cavity 5 from the air inlet of the air duct to the air outlet 3 of the rear half section of the air duct body 1.
According to the test of the airflow field and the pressure distribution in the air duct body 1, in this embodiment, the perforated region 8 is more preferably divided into two regions, namely a first region 8a near the bend and a second region 8b near the end, the aperture ratio of the first region 8a is smaller than that of the second region 8b (the aperture ratio refers to the proportion of the sum of the areas of all through holes in the region to the total area of the region), and the length of the first region 8a is preferably greater than that of the second region 8b, more preferably, the first region 8a occupies 70% -75% of the total length of the rear half section 4b of the partition plate 4, the optimal value is 72%, and the second region 8b occupies 30% -25% of the total length of the rear half section 4b of the partition plate 4, and the optimal value is 28%. The first region 8a preferably has an opening ratio of 10% to 15%, more preferably 12%, and the second region 8b preferably has an opening ratio of 20% to 25%, more preferably 20%, and the size of the through-hole in the opening region 8 is not limited as long as the opening ratio is secured. Of course, the entire perforated region 8 may be provided with a uniform opening ratio without being divided into two regions having different opening ratios.
The present invention provides a best embodiment, the first region 8a of the opening region 8 on the rear half section 4b of the partition plate 4 accounts for 72% of the total length of the rear half section 4b, the second region 8b accounts for 28% of the total length of the rear half section 4b, the aperture ratio of the first region 8a is 20%, the aperture ratio of the second region 8b is 12%, the ratio of the area of the inlet end face of the first air cavity 5 to the total area of the air inlet of the air duct body 1 is 37%, the ratio of the area of the inlet end face of the second air cavity 6 to the total area of the air inlet of the air duct body 1 is 63%, and the ratio of the projection length of the front half section 4a of the partition plate 4 on the lower surface of the air duct body 1 to the projection length of the rear half section 4b on the lower surface of the air duct body 1 is 6: 4.
as illustrated in fig. 2, 14 air outlets 3 are totally arranged on the bottom wall plate of the air duct body 1, 63% of the air distributed into the second air cavity 6 of the lower layer flows out of the air outlets 1 to 8 of the first half section, the air flow of the air flow is uniformly distributed to the air outlets 3 of the first 60% according to the principle of the variable cross-section air duct, and the change of the dynamic pressure drop in the air duct is equal to the on-way resistance of the air by changing the cross-sectional area of the air duct, so that the static pressure over the whole length of the air duct is kept unchanged, meanwhile, the end of the variable cross-section air duct (i.e., the bending part of the partition plate 4) is not closed, so that the air flow is in a flowing state all the time in the variable cross-section area, and the beneficial effect of the variable cross-section air duct on the uniformity of the air outlets 3 is really achieved.
Meanwhile, 37% of the air distributed in the first air cavity 5 on the upper layer bypasses the front 8 air outlets 3 and directly reaches the rear half section of the air duct body 1 in a laminar flow mode, and enters the second air cavity 6 on the lower layer from the through holes 9 on the rear half section 4b of the partition plate 4 and the backflow gap 7 at the tail end, and the air is uniformly sent out from the 6 (No. 9-14) air outlets 3 of 40% of the rear half section by means of static pressure because the static pressure is higher and lower when the air is closer to the tail end of the air duct body 1.
According to the subway vehicle air duct structure provided by the utility model, the V-shaped partition plate 4 which is arranged in the air duct body 1 in the whole length direction along the arrangement direction of the air outlets 3 is arranged, so that the inner cavity of the air duct body 1 is divided into the variable cross-section area of the front half section and the static pressure area of the rear half section, and the laminar flow is favorably formed when fluid moves forward. The air channel structure fully utilizes the advantages of the variable cross-section air channel and the static pressure air channel on the uniformity of air flow distribution, greatly improves the uniformity of air distribution of each air outlet on the premise of not increasing the energy loss of the air channel in the long-distance air supply process, and can control the air output deviation rate of each air outlet 3 within 25 percent. In addition, the air duct structure has the air outlet effect which can still meet the set air volume requirement under the condition that the inlet air speed (4-8 m/s), the shape (position, size and number) of the air outlet and the sectional area of the air duct are respectively changed, and the air duct structure is wide in applicability.
Although the present invention has been described with reference to a preferred embodiment, it should be understood that various changes, substitutions and alterations can be made herein without departing from the spirit and scope of the utility model as defined by the appended claims.
Claims (10)
1. The utility model provides a subway vehicle wind channel structure, includes the wind channel body be provided with into wind gap and air outlet on the wind channel body, the air outlet distributes on one of them wind channel wallboard, its characterized in that: the air duct body is internally provided with a V-shaped partition plate arranged along the air supply direction, the partition plate is bent towards the air duct wall plate direction of the air outlet, the partition plate distributes the air duct body into a first air chamber and a second air chamber, the air outlet is communicated with the second air chamber, the front end of the partition plate divides the air entering from the air inlet into the first air chamber and the second air chamber, and the rear end of the partition plate is provided with a backflow structure for backflow of the air in the first air chamber to the second air chamber.
2. A subway vehicle air duct structure as claimed in claim 1, wherein: the backflow structure comprises a backflow gap for air backflow is reserved between the tail end of the partition plate and the tail end of the air duct body, and/or an opening area is arranged at the rear end of the partition plate, a plurality of through holes are formed in the opening area, and the first air cavity is communicated with the second air cavity through the through holes.
3. A subway vehicle air duct structure as claimed in claim 2, wherein: the number of the air outlets covered by the front end part to the front half section of the bending part of the baffle plate is larger than that of the air outlets covered by the rear half section of the bending part to the tail end, and the area of the inlet end face of the first air cavity is smaller than that of the inlet end face of the second air cavity.
4. A subway vehicle air duct structure as claimed in claim 3, wherein: the ratio of the projection length of the front half section of the partition plate on the air duct wall plate to the projection length of the rear half section of the partition plate on the air duct wall plate is 6: 4.
5. a subway vehicle air duct structure as claimed in claim 3, wherein: the area of the inlet end face of the first air cavity accounts for 30-40% of the total area of the air inlets of the air duct body, and the area of the inlet end face of the second air cavity accounts for 60-70% of the total area of the air inlets of the air duct body.
6. A subway vehicle air duct structure as claimed in claim 3, wherein: the area of the end face of the tail end of the first air cavity is the same as that of the end face of the tail end of the second air cavity.
7. A subway vehicle air duct structure as claimed in claim 2, wherein: the rear half-section area of the baffle from the bending part to the tail end is the perforated area.
8. A subway vehicle air duct structure as claimed in claim 7, wherein: the opening area is divided into two areas along the length direction of the partition board, wherein the two areas are a first area close to the bending part and a second area close to the tail end, and the opening rate of the first area is smaller than that of the second area.
9. A subway vehicle air duct structure as claimed in claim 8, wherein: the length of the first region is greater than the length of the second region.
10. A subway vehicle air duct structure as claimed in claim 8, wherein: the first region has an open area ratio of 10% to 15%, and the second region has an open area ratio of 20% to 25%.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202120624045.1U CN216185117U (en) | 2021-03-29 | 2021-03-29 | Subway vehicle air duct structure |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202120624045.1U CN216185117U (en) | 2021-03-29 | 2021-03-29 | Subway vehicle air duct structure |
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| Publication Number | Publication Date |
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| CN216185117U true CN216185117U (en) | 2022-04-05 |
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| CN202120624045.1U Active CN216185117U (en) | 2021-03-29 | 2021-03-29 | Subway vehicle air duct structure |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115123326A (en) * | 2021-03-29 | 2022-09-30 | 青岛四方川崎车辆技术有限公司 | Subway vehicle air duct structure |
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2021
- 2021-03-29 CN CN202120624045.1U patent/CN216185117U/en active Active
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115123326A (en) * | 2021-03-29 | 2022-09-30 | 青岛四方川崎车辆技术有限公司 | Subway vehicle air duct structure |
| CN115123326B (en) * | 2021-03-29 | 2023-11-28 | 青岛四方川崎车辆技术有限公司 | Air duct structure of metro vehicle |
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