Drag reduction control device for high-speed train

文档序号：399595 发布日期：2021-12-17 浏览：13次中文

阅读说明：本技术 高速列车减阻控制装置 (Drag reduction control device for high-speed train ) 是由银波卢攀攀杨国伟郭迪龙于 2021-10-14 设计创作，主要内容包括：本申请公开了一种高速列车减阻控制装置,减阻控制装置位于高速列车的底部,且与高速列车的底面平行,包括相互连接的迎风面和背风面,迎风面和背风面在列车底面所在平面的正投影的形状分别为一条曲线和一条直线,减阻控制装置包括主减阻控制装置,主减阻控制装置包括第一主减阻控制装置位于头车中第一主转向架仓前侧,主减阻控制装置的背风面的内法向指向高速列车运动的方向,减阻控制装置还包括辅减阻控制装置,辅减阻控制装置包括第一辅减阻控制装置位于尾车中第一辅转向架仓后侧,辅减阻控制装置的背风面的外法向指向高速列车运动的方向。本申请通过在高速列车的底部增加减阻控制装置,可以有效地降低列车运行时的气动阻力。(The application discloses high-speed train drag reduction control device, drag reduction control device is located the bottom of high-speed train, and be parallel with the bottom surface of high-speed train, windward side and leeward side including interconnect, windward side and leeward side are a curve and a straight line respectively at the planar orthographic projection's of train bottom surface orthographic projection, drag reduction control device includes main drag reduction control device, main drag reduction control device includes that first main drag reduction control device is located first main bogie storehouse front side in the head car, the interior normal direction of main drag reduction control device's leeward side points to the direction of high-speed train motion, drag reduction control device still includes and assists drag reduction control device, assist drag reduction control device include that first assistance drag reduction control device is located first assistance bogie storehouse rear side in the tail car, assist drag reduction control device's leeward side's the outward normal direction of high-speed train motion. The drag reduction control device is additionally arranged at the bottom of the high-speed train, so that the pneumatic resistance of the train during operation can be effectively reduced.)

1. A drag reduction control device for a high-speed train, characterized in that the high-speed train comprises:

the device comprises a head vehicle, a tail vehicle and at least one section of middle vehicle, wherein the middle vehicle is positioned between the head vehicle and the tail vehicle;

a bogie bin located at a bottom of the high speed train, the bogie bin including a first primary side bogie bin located on a side of the lead car away from the lead car and a first secondary side bogie bin located on a side of the lead car away from the lead car; the bogie bin also comprises a second main bogie bin and a second auxiliary bogie bin, the second main bogie bin is positioned at the bottom of the head car close to one side of the tail car, and the second auxiliary bogie bin is positioned at the bottom of the tail car close to one side of the head car;

the drag reduction control device is positioned at the bottom of the high-speed train and is parallel to the bottom surface of the high-speed train;

the drag reduction control device comprises a windward surface and a leeward surface which are connected with each other, wherein the orthographic projection of the windward surface on the plane of the bottom surface is a curve, the orthographic projection of the leeward surface on the plane of the bottom surface is a line segment, the orthographic projection of the windward surface on the plane of the bottom surface and the orthographic projection of the leeward surface on the plane of the bottom surface form a closed graph, the drag reduction control device is formed by stretching the closed graph along the direction of an external normal of the bottom of the high-speed train, the stretching height is d, 5cm < < d < <30cm, and the width of the orthographic projection of the drag reduction control device on the plane of the bottom surface is equal to the width of the orthographic projection of the obstacle deflector on the plane of the bottom surface;

establishing a plane rectangular coordinate system, determining an origin, a horizontal axis and a vertical axis, wherein the line segment passes through the origin and is parallel to the horizontal axis, and the curve satisfies the following relations:

f(x)＝[-(x-1)(x+1)]^t；

wherein f (x) is a parameter on the vertical axis, x is a parameter on the horizontal axis, t is a shape parameter, and the origin is (0, 0);

drag reduction control device includes main drag reduction control device, main drag reduction control device includes first main drag reduction control device, first main drag reduction control device is located first main bogie storehouse front side, just drag reduction control device still includes assists drag reduction control device, assist drag reduction control device includes first assistance drag reduction control device, first assistance drag reduction control device is located first assistance bogie storehouse rear side, wherein, main drag reduction control device the interior normal direction of leeward side is directional the direction of high-speed train motion, assist drag reduction control device the external normal direction of leeward side is directional the direction of high-speed train motion.

2. The high-speed train drag reduction control device according to claim 1,

the main drag reduction control device further comprises a second main drag reduction control device, the second main drag reduction control device is located on the front side of the second main bogie bin, the auxiliary drag reduction control device further comprises a second auxiliary drag reduction control device, and the second auxiliary drag reduction control device is located on the rear side of the second auxiliary bogie bin.

3. The drag reduction control device for high speed trains according to claim 1, wherein the bogie bins further comprise a third bogie bin, the third bogie bin being located at the bottom of each of the two ends of the middle train;

the main drag reduction control device also comprises a third main drag reduction control device and a fourth main drag reduction control device, the third main drag reduction control device is positioned on the front side of the third bogie bin, and the fourth main drag reduction control device is positioned on the front sides of the first auxiliary bogie bin and the second auxiliary bogie bin in the tail car;

the auxiliary drag reduction control device further comprises a third auxiliary drag reduction control device and a fourth auxiliary drag reduction control device, the third auxiliary drag reduction control device is located on the rear side of the third bogie bin, and the fourth auxiliary drag reduction control device is located on the rear sides of the first main bogie bin and the second main bogie bin in the head car.

4. The high-speed train drag reduction control device of claim 1, wherein the main drag reduction control device and the auxiliary drag reduction control device are symmetrical about the center cross section of the high-speed train;

the center section is perpendicular to the running direction of the high-speed train, and the center section is perpendicular to the ground.

5. The drag reduction control device for the high-speed train as recited in claim 1, wherein when t is 0.5 or more and 2 or less, the drag reduction control device is an outward convex drag reduction control device.

6. The drag reduction control device for high-speed trains according to claim 5, wherein t is 0.9.

7. The drag reduction control device for the high-speed train as recited in claim 1, wherein when t is more than 2 and less than or equal to 6, the drag reduction control device is a concave drag reduction control device.

8. The drag reduction control device for high speed trains according to claim 7, wherein t is 5.5.

9. The drag reduction control device for high speed trains according to claim 1, wherein d is 15 cm.

Technical Field

The invention relates to the field of high-speed train aerodynamics, in particular to a drag reduction control device for a high-speed train.

Background

The high-speed train is a main vehicle for people to go out at present, but with the continuous improvement of the speed of the high-speed train, the aerodynamic resistance of the high-speed train is also continuously increased, so that the energy consumed by the high-speed train for overcoming the aerodynamic resistance is increased, the energy saving and emission reduction capability of the high-speed train is limited, and the further improvement of the speed of the high-speed train is also hindered.

Therefore, it is an urgent technical problem to be solved in the art to provide a drag reduction control device for a high-speed train to reduce aerodynamic drag of the high-speed train and reduce energy consumption.

Disclosure of Invention

In view of this, the present invention provides a drag reduction control device for a high-speed train, wherein the high-speed train comprises:

the device comprises a head vehicle, a tail vehicle and at least one section of middle vehicle, wherein the middle vehicle is positioned between the head vehicle and the tail vehicle;

the drag reduction control device is positioned at the bottom of the high-speed train and is parallel to the bottom surface of the high-speed train;

f(x)＝[-(x-1)(x+1)]^t；

wherein f (x) is a parameter on the vertical axis, x is a parameter on the horizontal axis, t is a shape parameter, and the origin is (0, 0);

Preferably, the main drag reduction control device further comprises a second main drag reduction control device, the second main drag reduction control device is located on the front side of the second main bogie bin, the auxiliary drag reduction control device further comprises a second auxiliary drag reduction control device, and the second auxiliary drag reduction control device is located on the rear side of the second auxiliary bogie bin.

Preferably, the bogie bins further comprise third bogie bins, and the third bogie bins are located at the bottoms of two ends of each middle vehicle;

Preferably, the main drag reduction control device and the auxiliary drag reduction control device are symmetrical about the central section of the high-speed train;

the center section is perpendicular to the running direction of the high-speed train, and the center section is perpendicular to the ground.

Preferably, when t is more than or equal to 0.5 and less than or equal to 2, the drag reduction control device is an outward convex drag reduction control device.

Preferably, t is 0.9.

Preferably, when t is more than 2 and less than or equal to 6, the drag reduction control device is a concave drag reduction control device.

Preferably, t is 5.5.

Preferably, d is 15 cm.

Compared with the prior art, the drag reduction control device for the high-speed train provided by the invention has the following beneficial effects that:

the drag reduction control device for the high-speed train can effectively reduce the aerodynamic resistance of the train during running by adding the drag reduction control device at the bottom of the high-speed train on the basis of not changing the overall shape of the high-speed train. In addition, the method is based on the flow control theory and the understanding of the flow at the bottom of the high-speed train, so the method is not limited to a certain type of vehicle and can be widely applied to the high-speed trains with different models and different running speeds.

The technical solution of the present invention is further described in detail by the accompanying drawings and embodiments.

Drawings

The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:

FIG. 1 is a schematic structural diagram of a high-speed train according to the present invention;

FIG. 2 is an enlarged view of a portion W1 in FIG. 1;

FIG. 3 is a top view of W1 of FIG. 1;

FIG. 4 is an enlarged view of a portion W2 in FIG. 1;

FIG. 5 is a top view of W2 of FIG. 1;

FIG. 6 is a schematic diagram of a relationship between a rectangular plane coordinate system and a curve position;

FIG. 7 is a schematic view of another structure of a high-speed train according to the present invention

FIG. 8 is a schematic view of another high-speed train structure provided by the present invention;

FIG. 9 is a top view of W3 of FIG. 8;

fig. 10 is a top view of W4 of fig. 8.

Detailed Description

The technical solution in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. It should be noted that the described embodiments are merely some embodiments, rather than all embodiments, of the invention and are merely illustrative in nature and in no way intended to limit the invention, its application, or uses. The protection scope of the present application shall be subject to the definitions of the appended claims. Referring to fig. 1 to 6, fig. 1 is a schematic structural diagram of a high-speed train according to the present invention, fig. 2 is a partially enlarged view of W1 in fig. 1, fig. 3 is a top view of W1 in fig. 1, fig. 4 is a partially enlarged view of W2 in fig. 1, fig. 5 is a top view of W2 in fig. 1, and fig. 6 is a schematic diagram of a relationship between a planar rectangular coordinate system and a curved line position. The drag reduction control device 100 for a high-speed train provided by the embodiment comprises: the high-speed train 000 comprises a head car T1, a tail car T2 and at least one middle car T3, wherein the middle car T3 is positioned between the head car T1 and the tail car T2; the bogie bin 10 is positioned at the bottom of a high-speed train 000, the bogie bin 10 comprises a first main bogie bin Z1 and a first auxiliary bogie bin F1, the first main bogie bin Z1 is positioned on one side, away from a tail train T2, of a head train T1, the first auxiliary bogie bin F1 is positioned on one side, away from the head train T1, of a tail train T2, the bogie bin 10 further comprises a second main bogie bin Z2 and a second auxiliary bogie bin F2, the second main bogie bin Z2 is positioned at the bottom of one side, close to the tail train T2, of the head train T1, and the second auxiliary bogie bin F2 is positioned at the bottom of one side, close to the head train T2, of the tail train T2; the drag reduction control device 100 is positioned at the bottom of the high-speed train 000, and the drag reduction control device 100 is parallel to the bottom surface BB of the high-speed train, wherein the drag reduction control device 100 comprises a windward side S1 and a leeward side S2 which are connected with each other, the orthographic projection of the windward side S1 on the plane of the bottom surface BB is a curve Q, the orthographic projection of the leeward side S2 on the plane of the bottom surface BB is a line segment L, the orthographic projection of the windward side S1 on the plane of the bottom surface BB and the orthographic projection of the leeward side S2 on the plane of the bottom surface BB form a closed graph, the drag reduction control device 100 is formed by stretching the closed graph along the direction of an external normal line of the bottom of the high-speed train 000, the stretching height is d, 5cm < < d < <30cm, and the width d1 of the orthographic projection of the drag reduction control device on the plane of the bottom surface BB is equal to the width d2 of the orthographic projection of the obstacle deflector on the plane of the bottom surface BB.

Establishing a plane rectangular coordinate system XOY, determining an origin O, a horizontal axis X and a longitudinal axis Y, wherein a line segment L passes through the origin O and is parallel to the horizontal axis X, and a curve Q satisfies the following relation:

f(x)＝[-(x-1)(x+1)]^t；

where f (x) is a parameter on the vertical axis, x is a parameter on the horizontal axis, t is a shape parameter, and the origin O is (0, 0).

The drag reduction control device 100 comprises a main drag reduction control device 20A, the inner normal of the leeward side S2 of the main drag reduction control device 20A points to the direction of the high-speed train 000 movement, the main drag reduction control device 20A comprises a first main drag reduction control device 21A, the first main drag reduction control device 21A is positioned at the front side of a first main bogie bin Z1, or the drag reduction control device 100 comprises a main drag reduction control device 20A, the inner normal of the leeward side S2 of the main drag reduction control device 20A points to the direction of the high-speed train 000 movement, the main drag reduction control device 20A comprises a first main drag reduction control device 21A, the first main drag reduction control device 21A is positioned at the front side of the first main bogie bin Z1, and the drag reduction control device 100 further comprises an auxiliary drag reduction control device 20B, the outer normal of the leeward side S2 of the auxiliary drag reduction control device 20B points to the direction of the high-speed train 000 movement, the auxiliary drag reduction control device 20B comprises a first auxiliary drag reduction control device 21B, the first sub-fairings 21B are located on the rear side of the first sub-bogie house F1. The high-speed train driving direction side is the head train T1, the other side is the tail train T2, and the front side is the high-speed train driving direction side, i.e. the side close to the head train T1.

It can be understood that the resistance of the first main bogie Z1 area of the head T1 is larger than that of the rest bogie areas of the high-speed train 000, and then the first main drag reduction control device 21A in the drag reduction control device 100 can be firstly installed at the position of the first main bogie Z1 area of the head T1 of the high-speed train 000, that is, the first main drag reduction control device 21A is located at the side of the first main bogie bin Z1 away from the tail T2, and is used for reducing the resistance at the position of the first main bogie Z1 area at the end of the head T1.

Meanwhile, the drag reduction control device 100 is limited to be parallel to the bottom BB of the high-speed train, further, the drag reduction control device 100 is formed by stretching the closed figure along the direction of the outer normal of the bottom of the high-speed train 000, the stretching height is d, 5cm < < d < <30cm, and the width d1 of the orthographic projection of the drag reduction control device on the plane of the bottom BB is equal to the width d2 of the orthographic projection of the obstacle deflector on the plane of the bottom BB. The fairing 100 can then direct the air flow ahead of the bogie to both sides and form a series of wake vortices behind it, for both of these reasons, dissipating the energy of the bottom air flow, reducing the velocity of the bottom air flow and attenuating the impact of the air flow on the bogie.

Further, considering that the train runs in two directions, the installation modes given by the two-way running train are symmetrical, the drag reduction control device 100 comprises a main drag reduction control device 20A, the main drag reduction control device 20A comprises a first main drag reduction control device 21A, the first main drag reduction control device 21A is positioned on the basis of the front side of a first main bogie cabin Z1, the drag reduction control device 100 further comprises an auxiliary drag reduction control device 20B, the auxiliary drag reduction control device 20B comprises a first auxiliary drag reduction control device 21B, the first auxiliary drag reduction control device 21B is positioned on the rear side of a first auxiliary bogie cabin F1, and the first main drag reduction control device 21A and the first auxiliary drag reduction control device 21B are symmetrically arranged relative to the center of the high-speed train. The main drag reduction control device 20A mainly plays a role in drag reduction, and the auxiliary drag reduction control device 20B mainly takes the bidirectional running of a high-speed train into consideration.

Generally, the distance between the bottom BB of the high-speed train 000 and the ground is about 40cm, and the stretching height range of the drag reduction control device 100 is limited to be 5cm to 30cm by the present application, so that the drag reduction control device 100 can be ensured to play a role in diversion and drag reduction, and the problems that the drag reduction control device 100 is damaged due to the contact with the ground and the like can be avoided. Meanwhile, the specific values of the stretching heights of the drag reduction control device 100 are not limited in the present application and can be set according to actual situations, and the following will describe specific embodiments of different stretching heights in detail.

Further, the application defines that the drag reduction control device 100 comprises a windward side S1 and a leeward side S2 which are connected with each other, the shape of the orthographic projection of the windward side S1 on the plane of the bottom surface BB is a curve Q, the shape of the orthographic projection of the leeward side S2 on the plane of the bottom surface BB is a line segment L, and the width d1 of the orthographic projection of the drag reduction control device on the plane of the bottom surface BB is equal to the width d2 of the orthographic projection of the obstacle deflector on the plane of the bottom surface BB;

establishing a plane rectangular coordinate system XOY, determining an origin O, a horizontal axis X and a longitudinal axis Y, wherein a line segment L passes through the origin O and is parallel to the horizontal axis X, and a curve Q satisfies the following relation:

f(x)＝[-(x-1)(x+1)]^t；

where f (x) is a parameter on the vertical axis, x is a parameter on the horizontal axis, t is a shape parameter, and the origin O is (0, 0).

It can be understood that the shape of the orthographic projection of the drag reduction control device 100 on the plane of the bottom surface BB is a closed graph formed by a curve Q and a line segment L, and with reference to fig. 6, fig. 6 only illustrates that when t is 0.9, t is 1.2, t is 1.5, t is 2.0, t is 2.5, t is 3.5, t is 4.5, and t is 5.5, the structure of the curve Q, fig. 3 and fig. 5 only illustrate the curve Q when t is 0.9, the two ends of the line segment L are respectively connected with the two ends of the curve Q to form a closed graph, and the graph is further proportionally enlarged, so that the width d1 of the orthographic projection of the drag reduction control device 100 on the plane of the bottom surface BB is equal to the width d2 of the orthographic projection of the obstacle deflector 10 on the plane of the bottom surface BB, and the main drag reduction control device 20A projects to the traveling direction of the high-speed train, and the air flow control device 100 can guide the front bogie 100, and a series of wake vortexes are formed behind the bottom vortex, so that under the action of the two reasons, the energy of bottom airflow is dissipated, the speed of the bottom airflow is reduced, the impact effect of the airflow on a bogie is weakened, the differential pressure resistance and the friction resistance of the whole vehicle are further reduced, namely the impact effect of the airflow on a bogie of a head vehicle is effectively reduced, and the function of reducing the drag is further achieved.

Further, when the drag reduction control device 100 is arranged only on the head car, that is, the first main drag reduction control device 21A is arranged only on the head car T1, and the stretching height of the drag reduction control device 100 is 15cm, the mounting method can reduce the resistance of the whole car to 19.64% through numerical calculation.

The drag reduction control device 100 for the high-speed train provided by the embodiment can effectively reduce the aerodynamic resistance of the train during operation by adding the drag reduction control device at the bottom of the high-speed train on the basis of not changing the overall shape of the high-speed train. In addition, the method is based on the flow control theory and the understanding of the flow at the bottom of the high-speed train, so the method is not limited to a certain type of vehicle and can be widely applied to the high-speed trains with different models and different running speeds.

Optionally, with continuing to refer to fig. 1 to fig. 6, the high-speed train drag reduction control device 100 provided in this embodiment: when t is more than or equal to 0.5 and less than or equal to 2, the drag reduction control device 100 is a convex drag reduction control device 100, and when t is more than 2 and less than or equal to 6, the drag reduction control device 100 is a concave drag reduction control device 100. With reference to table 1 below, table 1 shows the resistance and drag reduction rate of the high-speed train under different shape parameters T when the first main drag reduction control device 21A is only arranged at the end of the head car T1 and the stretching height of the first main drag reduction control device 21A is 15 cm.

Table 1 shows that the resistance and the drag reduction rate of the high-speed train under different shape parameters T are respectively set at the end part of the head car T1 and the stretching height of the first main drag reduction control device 21A is 15cm

It can be understood from the data in table 1 that when the drag reduction control device 100 is the outward-convex type drag reduction control device 100, the drag reduction rate of the high-speed train is the highest when t is 0.9, and when the drag reduction control device 100 is the inward-concave type drag reduction control device 100, the drag reduction rate of the high-speed train is the highest when t is 5.5. From this, it is understood that when the drag reduction control device 100 is provided as the outward convex type drag reduction control device 100, the shape corresponding to the structure of the curve Q is preferably provided when t is 0.9, and when the drag reduction control device 100 is provided as the concave type drag reduction control device 100, the shape corresponding to the structure of the curve Q is preferably provided when t is 5.5, so that the drag reduction ratio of the high-speed train can be improved to the maximum extent.

With continuing reference to fig. 2 and 4, the drag reduction control device 100 for a high-speed train according to the present embodiment: in the direction perpendicular to the bottom BB, the stretching height of the drag reduction control device 100 is d, and d is not less than 5cm and not more than 20 cm. Optionally, d is 15 cm. In this embodiment, the influence of the stretching height d of the drag reduction control device 100 on the aerodynamic resistance of the high-speed train is further analyzed, and as shown in table 2 and table 3 below, table 2 shows the resistance and the drag reduction rate of the high-speed train at different stretching heights d when the first main drag reduction control device 21A is disposed only at the end of the lead T1 and T is 0.9, and table 3 shows the resistance and the drag reduction rate of the high-speed train at different stretching heights d when the first main drag reduction control device 21A is disposed only at the end of the lead T1 and T is 5.5.

Table 2 resistance and drag reduction ratio of high-speed train at different drawing heights d when the first main drag control device 21A, T is 0.9 only at the end of the lead T1

Table 3 resistance and drag reduction ratio of high-speed train at different drawing height d when only the first main drag control device 21A, T is set to 5.5 at the end of the lead T1

Combining the above tables 2 and 3, it can be seen that the drag reduction rate of the whole high-speed train is increased along with the increase of the stretching height d, which indicates that the drag reduction rate of the whole train can be improved by increasing the stretching height d. From this, it is understood that the drag reduction rate of the high-speed train can be further improved by further adjusting the stretching height d of the drag reduction control device 100 to 15cm in addition to controlling the shape of the drag reduction control device 100 to achieve the maximum drag reduction rate. Optionally, the shape of the control drag reduction control device 100 when t is 0.9 and the stretching height d of the control drag reduction control device 100 is 15cm are selected, so that the aerodynamic drag of the high-speed train can be reduced most effectively. The above discussion of the shape and the stretching height is only for selecting the shape and the stretching height of the drag reducing device having the best drag reducing effect, but the stretching height of the drag reduction control device of the present invention is not limited thereto, and can be specifically set according to actual conditions.

In some optional embodiments, referring to fig. 7, fig. 7 is a schematic view of another structure of a high-speed train provided by the present invention, where the drag reduction control device 100 of the high-speed train provided by this embodiment: the main drag reduction control device 20A further comprises a second main drag reduction control device 22A, the second main drag reduction control device 22A is positioned on the front side of the second main bogie bin Z2, the auxiliary drag reduction control device 20B further comprises a second auxiliary drag reduction control device 22B, and the second auxiliary drag reduction control device 22B is positioned on the rear side of the second auxiliary bogie bin F2. Here, the front and the back are also divided according to the moving direction of the high-speed train.

It can be understood that the high-speed train drag reduction control device 100 provided by the embodiment is provided with the second main drag reduction control device 22A on the side of the second main bogie bin Z2 at the end of the head car T1 close to the inner side, and with continuing reference to fig. 1 to fig. 3, the structure of the second main drag reduction control device 22A is the same as that of the first main drag reduction control device 21A. Meanwhile, a second auxiliary drag reduction control device 22B is arranged on one side of a second auxiliary bogie bin F2 at one end of the second head T2 close to the inner side, and as shown by continuing to combine fig. 1 and fig. 4 to fig. 5, the second auxiliary drag reduction control device 22B and the first auxiliary drag reduction control device 21B have the same structure, so the structure of the second main drag reduction control device 22A and the second auxiliary drag reduction control device 22B is not described again. The first main damping control device 21A and the second main damping control device 22A project to the side far away from the second head T2, that is, the first main damping control device 21A and the second main damping control device 22A play a damping role at this time, and the first auxiliary damping control device 21B and the second auxiliary damping control device 22B are mainly used for adapting to the two-way driving, that is, play a role of deceleration when driving in the reverse direction. That is to say, this application is in order to satisfy high-speed train 000 two-way traveling, and then sets up fairing respectively in locomotive T1 and tail car T2 position department, and then can guarantee that drag reduction controlling means can all play the drag reduction effect when arbitrary locomotive is main locomotive. Therefore, the resistance reduction control device 100 is enabled to protrude towards the driving direction of the high-speed train 000 when the high-speed train runs bidirectionally, then the resistance reduction control device 100 can guide the air flow in front of the bogie to two sides, and a series of wake vortexes are formed behind the air flow, under the action of the two reasons, the energy of the air flow at the bottom is dissipated, the speed of the air flow at the bottom is reduced, the impact effect of the air flow on the bogie is weakened, the differential pressure resistance and the friction resistance of the whole train are reduced, namely the impact effect of the air flow on the bogie of the first train is effectively reduced, and the resistance reduction effect is achieved. Further, when the stretching height d of the drag reduction control device 100 is 15cm, the installation mode can reduce the vehicle resistance to 14.14% through numerical calculation.

In some optional embodiments, referring to fig. 8 to fig. 10, fig. 8 is a schematic structural diagram of a high-speed train provided by the present invention, fig. 9 is a top view of W3 in fig. 8, fig. 10 is a top view of W4 in fig. 8, and the high-speed train drag reduction control device 100 provided by this embodiment: the bogie bin 10 further comprises a third bogie bin ZP3, the third bogie bin ZP3 is located at the bottom BB of each middle truck T3, the main drag reduction control device 20A further comprises a third main drag reduction control device 23A and a fourth main drag reduction control device 24A, the third main drag reduction control device 23A is located on the front side of the third bogie bin ZF3, the fourth main drag reduction control device 24A is located on the front side of a first auxiliary bogie bin F1 and a second auxiliary bogie bin F2 in the tail truck T2, the auxiliary drag reduction control device 20B further comprises a third auxiliary drag reduction control device 23B and a fourth auxiliary drag reduction control device 24B, the third auxiliary drag reduction control device 23B is located on the rear side of the third bogie bin ZF3, and the fourth auxiliary drag reduction control device 24B is located on the rear side of the first main bogie bin Z1 and the second main bogie bin Z2 in the head truck T1.

Optionally, the main drag reduction control device 20A and the auxiliary drag reduction control device 20B are symmetrical with respect to the center section S of the high-speed train; the center section S is perpendicular to the running direction of the high-speed train and perpendicular to the ground.

The number of the middle cars T3 is not specifically limited in the present invention, and may be set according to actual situations, and fig. 8 only includes one middle car T3 as an example.

It can be understood that in order to satisfy the requirement of high-speed train 000 bidirectional driving, the front and rear of each bogie cabin in the head train T1, the tail train T2 and the middle train T3 are provided with the drag reduction control devices 100, the main drag reduction control device 20A is positioned on one side of all bogie cabins close to the head train T1 and protrudes to one side of the head train T1, the auxiliary drag reduction control device 20B is positioned on one side of all bogie cabins close to the tail train T2 and protrudes to one side of the tail train T2, and the main drag reduction control device 20A and the auxiliary drag reduction control device 20B are symmetrical about the central section S of the high-speed train. The first main drag reduction control device 20A protrudes to one side of the head car T1, namely the main drag reduction control device 20A plays a drag reduction role at the moment, so that the drag reduction control device 100 is ensured to protrude to the driving direction of the high-speed train 000, and then the drag reduction control device 100 can guide airflow in front of a bogie to two sides and form a series of wake vortexes behind the airflow. Further, when the stretching height d of the drag reduction control device 100 is 15cm, the installation mode can reduce the vehicle resistance to 16.97% through numerical calculation.

According to the embodiments, the application has the following beneficial effects:

While the invention has been described in detail and with reference to specific embodiments thereof by way of example, it will be understood by those skilled in the art that the foregoing examples are illustrative only and are not intended to limit the scope of the invention. Although the present invention has been described in detail with reference to the foregoing embodiments, it will be apparent to those skilled in the art that various changes may be made and equivalents may be substituted for elements thereof. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention. The scope of the invention is defined by the appended claims.

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Drag reduction control device for high-speed train

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