CN110155091B - Drag reduction device for high-speed train - Google Patents

Drag reduction device for high-speed train Download PDF

Info

Publication number
CN110155091B
CN110155091B CN201910432835.7A CN201910432835A CN110155091B CN 110155091 B CN110155091 B CN 110155091B CN 201910432835 A CN201910432835 A CN 201910432835A CN 110155091 B CN110155091 B CN 110155091B
Authority
CN
China
Prior art keywords
train
speed train
drag
speed
guide plate
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
CN201910432835.7A
Other languages
Chinese (zh)
Other versions
CN110155091A (en
Inventor
郭迪龙
刘雯
郭易
杨国伟
宋鑫
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Institute of Mechanics of CAS
Original Assignee
Institute of Mechanics of CAS
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Institute of Mechanics of CAS filed Critical Institute of Mechanics of CAS
Priority to CN201910432835.7A priority Critical patent/CN110155091B/en
Publication of CN110155091A publication Critical patent/CN110155091A/en
Application granted granted Critical
Publication of CN110155091B publication Critical patent/CN110155091B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/02—Construction details of vehicle bodies reducing air resistance by modifying contour ; Constructional features for fast vehicles sustaining sudden variations of atmospheric pressure, e.g. when crossing in tunnels
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Vibration Prevention Devices (AREA)

Abstract

The invention discloses a damping device for a high-speed train, which is arranged at the bottom of a carriage body of the high-speed train and is positioned at the front end of a bogie area, and comprises a guide plate, wherein the guide plate comprises a windward side and a leeward side, and the surface of the windward side is of an arc line shape; in the use state: the surface of the windward side is tangent to the bottom of a barrier remover of the high-speed train or a train bottom plate, and the leeward side is connected with a skirt board and a bogie cabin of the high-speed train. The resistance reducing device is arranged at the bottom of the carriage, and the airflow at the bottom is properly blocked and guided to the ground, so that the impact of the airflow at the bottom on equipment under a bogie area, particularly wheels, brakes and the like, is relieved and delayed, the local flow is improved, and the aim of reducing the aerodynamic resistance at the bottom of the vehicle is fulfilled.

Description

Drag reduction device for high-speed train
Technical Field
The invention relates to the technical field of high-speed trains, in particular to a drag reduction device for a high-speed train.
Background
The aerodynamic resistance is one of key indexes influencing the speed increase of the high-speed train, and the good resistance characteristic is also an important mark for energy conservation and environmental protection of the train. Research shows that the aerodynamic resistance of a high-speed train is in direct proportion to the square of the speed, even if the motor train unit is very high in streamline degree, when the running speed of the train is 300km/h, the aerodynamic resistance can reach 80% of the total resistance, and when the running speed of the train is 350km/h, the aerodynamic resistance can reach 90% of the total resistance, so that the most key problem of reducing the traction power, reducing the energy consumption and improving the economic benefit is the aerodynamic drag reduction of the high-speed train.
Studies have shown that the main sources of aerodynamic drag for high speed trains include: surface friction, head-tail vehicle differential pressure resistance, a bogie, a pantograph system, a workshop clearance and the like. The aerodynamic resistance of the bogie area and the equipment under the train can reach 22% -53% of the total aerodynamic resistance of the train. Therefore, reducing the aerodynamic drag at the bottom of the train is a key problem for aerodynamic drag reduction of high-speed trains.
Therefore, it is an urgent technical problem to be solved in the art to provide a fairing for a high-speed train to reduce aerodynamic drag at the bottom of the high-speed train.
Disclosure of Invention
In view of the above, the present invention provides a resistance reducing device for a high-speed train, which is disposed at the bottom of a carriage to properly block and guide bottom air flow to the ground, so as to reduce and delay the impact of the bottom air flow on bogie areas, especially under-train equipment such as wheels and brakes, and improve local flow, thereby achieving the purpose of reducing aerodynamic resistance at the bottom of the train.
In order to solve the technical problem, the invention provides a drag reduction device for a high-speed train, which is characterized in that,
the anti-drag device is arranged at the bottom of a carriage body of a high-speed train and is positioned at the front end of a bogie area, the anti-drag device comprises a guide plate, the guide plate comprises a windward side and a leeward side, and the surface of the windward side is of an arc line type;
in the use state: the surface of the windward side is tangent to the bottom of a barrier remover of the high-speed train or a train bottom plate, and the leeward side is connected with a skirt board and a bogie cabin of the high-speed train.
Optionally, the damping device further comprises an accommodating groove and a partition plate, the accommodating groove is located inside the carriage body and used for accommodating the flow guide plate, and the partition plate can slide relative to the vehicle bottom plate to open or close a notch of the accommodating groove;
in the use state: the notch of the accommodating groove is opened, and the guide plate extends out of the accommodating groove; when the storage state is in, the guide plate is stored in the storage groove, and the notch of the storage groove is sealed by the partition plate.
Optionally, the fairing further comprises a first subsection, the first subsection and the deflector are of an integral structure, and when the fairing is in a use state, the first subsection is located in the accommodating groove.
Optionally, the damping device further includes a first hydraulic rod and a second hydraulic rod, the first hydraulic rod is connected with the partition plate, and the second hydraulic rod is connected with the first sub-part.
Optionally, the surface of the leeward side is a plane, and in a use state, an angle α is formed between the surface of the leeward side and the plane of the vehicle bottom plate, wherein 20 degrees is larger than or equal to α degrees and smaller than or equal to 60 degrees.
Optionally, in the application: the bottom of a first carriage of the high-speed train and the front end of a first bogie area are provided with a damping device, and the damping device is arranged at intervals of n carriages, wherein n is more than or equal to 1 and less than or equal to 3.
Optionally, n is 2.
Compared with the prior art, the drag reduction device for the high-speed train at least realizes the following beneficial effects:
according to the anti-drag device for the high-speed train, the anti-drag device is arranged at the front end of the bogie area, and the windward side of the guide plate can properly block and guide the air flow at the bottom of the train to the ground in the running process of the train, so that the impact of the air flow at the bottom on the bogie area, particularly on the equipment under the train, such as wheels, brakes and the like, is relieved and delayed, the local flow is improved, the anti-drag purpose is achieved, the traction power is reduced, and the energy consumption is reduced.
Other features of the present invention and advantages thereof will become apparent from the following detailed description of exemplary embodiments thereof, which proceeds with reference to the accompanying drawings.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description, serve to explain the principles of the invention.
FIG. 1 is a simplified schematic illustration of a fairing for a high speed train provided in accordance with the present invention installed on the high speed train;
FIG. 2 is a schematic top view of the high speed train provided in FIG. 1;
FIG. 3 is an enlarged partial schematic view of the fairing of FIG. 1 at the location;
FIG. 4 is a schematic view of the bottom flow field of a high speed train without a fairing;
FIG. 5 is a schematic view of a bottom flow field of a high speed train equipped with the drag reducing device for a high speed train according to the present invention;
FIG. 6 is a partially simplified first schematic view of a drag reducing device for a high-speed train according to the present invention;
FIG. 7 is a partially simplified schematic view of a second fairing for a high speed train in accordance with the present invention;
FIG. 8 is a simplified schematic diagram of a portion of a drag reduction device for a high speed train according to the present invention;
FIG. 9 is a simplified schematic diagram of a portion of a fairing for a high speed train in accordance with the present invention;
fig. 10 is a graph showing the statistical results of the resistance of the high-speed trains in the test group and the control group.
Detailed Description
Various exemplary embodiments of the present invention will now be described in detail with reference to the accompanying drawings. It should be noted that: the relative arrangement of the components and steps, the numerical expressions and numerical values set forth in these embodiments do not limit the scope of the present invention unless specifically stated otherwise.
The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the invention, its application, or uses.
Techniques, methods, and apparatus known to those of ordinary skill in the relevant art may not be discussed in detail but are intended to be part of the specification where appropriate.
In all examples shown and discussed herein, any particular value should be construed as merely illustrative, and not limiting. Thus, other examples of the exemplary embodiments may have different values.
It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, further discussion thereof is not required in subsequent figures.
Research has found that the main sources of aerodynamic drag of high-speed trains include: surface friction, head-tail vehicle differential pressure resistance, a bogie, a pantograph system, a workshop clearance and the like. Research on 3-group high-speed trains shows that the surface friction resistance of the train body accounts for about 36% of the total pneumatic resistance, the head and tail trains account for about 27%, the pantograph system accounts for 11%, the bogie and the off-train equipment account for 22%, and the connection position of the train body accounts for 4%. Research on the active 16-formation high-speed train shows that the head and tail trains account for about 8% of the total aerodynamic resistance, the bogie area and the equipment under the train account for 53%, the pantograph system accounts for 8%, and the surface friction resistance of the train body accounts for 27%. Based on the research, the inventor thinks that the aerodynamic resistance of the bogie area and the equipment under the train is large, and the research on the resistance reduction of the bogie area and the equipment under the train is urgent, so the inventor provides the resistance reducing device for the high-speed train, and the aerodynamic resistance reduction of the bogie area and the equipment under the train is realized, so that the traction power is reduced, and the energy consumption is reduced.
Fig. 1 is a simplified schematic diagram of the drag reducing device for a high-speed train provided by the invention installed on the high-speed train. Fig. 2 is a schematic top view of the high-speed train shown in fig. 1, and fig. 3 is a partially enlarged schematic view of the high-speed train head mounted with the fairing shown in fig. 1.
As shown in fig. 1 and 2, the fairing 11 is used for being arranged at the bottom of a carriage body of a high-speed train, as shown in fig. 3, the fairing 11 comprises a guide plate 111, the guide plate 111 comprises a windward side C1 and a leeward side C2, wherein the surface of the windward side C1 is of an arc line type; in the use state as illustrated in fig. 1 and 2: the surface of the windward side C1 is tangent to the bottom plate 15 of the high-speed train or the bottom 12 of the barrier, and the leeward side C2 is connected with the apron 13 and the bogie cabin 14 of the high-speed train. In this case, the use state of the high-speed train that can be driven in the forward and reverse directions is understood as being in the forward driving state of the high-speed train. The position of the fairing 11 is shown in fig. 1 in a simplified way, and the skirts 13 are used for closing the space on two sides (or parts) of the vehicle body at the area of the bogie and flattening the appearance of the vehicle body, so that the skirts can play a role in preventing foreign matters from entering and protecting vehicle bottom equipment. The bogie compartment 14 is a cavity of a semi-enclosed structure for placing a bogie, wherein the bogie is a core component of a high-speed train and mainly has the functions of bearing, guiding, damping, traction, braking and the like, the bogie is not shown in the figure, and in practice, the bogie is arranged at the bottom of each carriage. Usually, two bogies are arranged at the bottom of each carriage, and when the fairing is arranged at the bottom of the head carriage of the high-speed train, the fairing is arranged at the front end of the first bogie area. Because the obstacle deflector is also arranged at the bottom of the first train carriage, the windward side of the guide plate of the drag reduction device is tangent to the bottom of the obstacle deflector of the high-speed train; when the drag reduction device is arranged at the bottom of the non-head train carriage of the high-speed train, the obstacle deflector is not required to be arranged at the bottom of the non-head train carriage, and the windward side of the flow guide plate of the drag reduction device is tangent to the train bottom plate of the high-speed train.
In the use state: the surface of the windward side is tangent to the bottom of a barrier remover or a vehicle bottom plate of the high-speed train. The obstacle deflector is usually arranged at the bottom of a head car of a high-speed train and is arranged at the front end of a first bogie and used for removing obstacles on a track so that the obstacles scrape equipment at the bottom of the car.
Fig. 4 is a schematic view of a bottom flow field of a high-speed train without a fairing, and fig. 5 is a schematic view of a bottom flow field of a high-speed train provided with the fairing for the high-speed train provided by the invention. Compared with the schematic diagrams in fig. 4 and 5, in a high-speed train provided with the drag reducing device 11 provided by the invention, the drag reducing device 11 is arranged at the front end of a bogie area, and the windward side of a guide plate can properly block and guide the airflow at the bottom of the train to the ground in the running process of the train, so that the impact of the airflow at the bottom on the bogie area, particularly on the equipment under the train, such as wheels, brakes and the like, is reduced and delayed, the local flow is improved, the drag reduction is realized, and the traction power is reduced and the energy consumption is reduced.
With continued reference to FIG. 3, FIG. 3 is a schematic cross-sectional view of a leeward side C2 having a flat surface and a leeward side C2 having an angle α between the surface and the floor 12 of the obstacle deflector, wherein 20 ≦ α ≦ 60, the direction a in FIG. 3 is perpendicular to the floor and the height of the deflector 111 is H in the direction a. in practice, the angle α and the specific value of the height H may be set for a particular vehicle model because of the different relative positions of the wheels of the different vehicle models to the obstacle deflector or the floor of the vehicle.
In one embodiment, fig. 6 is a simplified schematic diagram of a drag reducing device for a high-speed train according to the present invention. Fig. 7 is a simplified schematic diagram of a drag reduction device for a high-speed train provided by the invention. As shown in fig. 6 and 7, the fairing further includes a storage groove 112 and a partition 113, the storage groove 112 is located inside the compartment body and is used for storing the diversion plate 111, and the partition 113 can slide relative to the bottom 12 of the obstacle deflector (it can be understood that when the corresponding fairing is disposed at the bottom of the compartment of the non-head vehicle, the partition 113 can slide relative to the vehicle bottom plate), so as to open or close the notch K of the storage groove 112. As illustrated in fig. 6, in the use state: the partition 113 slides, the notch K of the storage groove 112 is opened, and the guide plate 111 extends out of the storage groove 112; as illustrated in fig. 7, in the storage state, the baffle plate 111 is stored in the storage groove 112, and the partition plate 113 closes the notch K of the storage groove 112.
When the high-speed train provided with the damping device provided by the invention is in a running state, the partition plate slides, the guide plate extends out of the accommodating groove after the notch of the accommodating groove is opened, and the windward side of the guide plate can properly block and guide the air flow at the bottom of the train to the ground in the running direction, so that the impact of the air flow at the bottom on bogie areas, particularly under-train equipment such as wheels, brakes and the like, is relieved and delayed, the local flow is improved, and the damping purpose is achieved. When the running direction is switched to a non-running state or a high-speed train running in two directions, the guide plate can be stored in the storage groove, and then the notch of the storage groove is sealed by the partition plate, so that the smoothness and the sealing performance of the bottom of the carriage are ensured.
Further, with continued reference to fig. 6 or 7, the fairing further includes a first subsection B1, the first subsection B1 and the deflector 111 are of a unitary structure, and in the use state, the first subsection B1 is located in the receiving groove 112. In the embodiment, the first subsection and the guide plate are of an integral structure, when the guide plate extends out of the accommodating groove, the first subsection is hidden in the accommodating groove, and when the guide plate plays a role in blocking and guiding bottom airflow, the airflow can generate certain acting force on the guide plate.
In one embodiment, fig. 8 is a partially simplified schematic diagram of a drag reducing device for a high-speed train according to the present invention. Fig. 9 is a partially simplified schematic view of a drag reducing device for a high-speed train according to the present invention. The drag reducing device further comprises a first hydraulic rod 114 and a second hydraulic rod 115, wherein the first hydraulic rod 114 is connected with the partition 113, and the second hydraulic rod 115 is connected with the first branch part B1. The connection mode of the first hydraulic rod and the partition plate, and the connection mode of the second hydraulic rod and the first section, for example, may adopt a screw fastening connection or other existing technologies capable of realizing connection of two components, and the present invention is not limited in detail herein. In this embodiment, the sliding of the partition and the extension and retraction of the baffle are achieved by means of hydraulic control. When the guide plate is in use, the partition plate is controlled by the first hydraulic rod to slide relative to the bottom of the obstacle deflector, the notch of the accommodating groove is opened, and then the guide plate is pushed out of the accommodating groove to a use position under the control of the second hydraulic rod. When the guide plate is in the storage state, the guide plate is firstly stored into the storage groove under the control of the second hydraulic rod, and then the partition plate is controlled by the first hydraulic rod to slide relative to the bottom of the obstacle deflector so as to close the notch of the storage groove. In the present invention, the baffle only has two states, i.e., the use state and the storage state, and has no other intermediate state. The damping device is simple in structure and flexible to use. In practice, the anti-drag device can be installed outside a newly built train, or an existing train can be modified into a high-speed train with the anti-drag device.
Alternatively, the operation of the first hydraulic ram and the second hydraulic ram may be controlled by a computer in the train operating room. The specific control circuit can be implemented by using the prior art, and is not described in detail herein.
It should be noted that fig. 6 to 9 each include a base 12 of a barrier, that is, each is illustrated as a fairing provided at the bottom of a high-speed train head car. When the fairing is arranged at the bottom of the non-head car, the windward side of the deflector is tangent to the car bottom plate 15 in the use state, and the storage mode of the deflector can refer to the description in fig. 6 to 9, which is not described again.
Fig. 10 is a graph showing the statistical results of the resistance of the high-speed trains in the test group and the control group. The test group is a 3-formation high-speed train, a damping device is arranged only in front of the first bogie area of the head car, and the comparison group is a 3-formation high-speed train without the damping device. The pneumatic characteristics of the high-speed train at the running speed of 350km/h are compared and researched through numerical simulation.
According to the basic theory of aerodynamics, the aerodynamic drag coefficient is defined as:
Cd＝2D/(ρV2A)
in the formula: d is the air resistance borne by the train, and comprises a differential pressure resistance part and a friction resistance part; ρ is the incoming air flow density; a is the windward area of the train, namely the cross section area; and V is the running speed of the train. The test scheme of the invention adopts a numerical simulation method, truly simulates the aerodynamic characteristics of the high-speed train at the running speed of 350km/h under the conditions of recognized and reasonable control equation, computational grid, physical model and the like through relevant software, obtains the aerodynamic resistance of the high-speed train in the test group and the aerodynamic resistance of the high-speed train in the comparison group, and obtains the corresponding C according to the formulad。
As can be seen from fig. 10, compared with the high-speed train without the damping device, the pneumatic drag coefficients corresponding to the head car, the middle car and the tail car are all reduced, and the total drag coefficient C of the high-speed train (test group) with the damping device is showndAbout 0.272, the total drag coefficient C of the high-speed train (control group) without fairingsdAbout 0.336, the drag coefficient of the high-speed train with the fairing is reduced by about 19 percent compared with the drag coefficient of the high-speed train without the fairing. Experiments prove that after the resistance reducing device provided by the invention is installed, the total resistance coefficient of a high-speed train can be effectively reduced, and the aerodynamic resistance born by the high-speed train can be effectively reduced.
In some alternative embodiments, in the application: the bottom of a first carriage of the high-speed train is provided with a damping device, and then every n carriages are provided with a damping device, wherein n is more than or equal to 1 and less than or equal to 3. The anti-drag device is arranged in front of each bogie cabin of the train at intervals, so that the pneumatic resistance at the bottom of the carriage can be reduced, the arrangement of the anti-drag device is reduced, the manufacturing cost is reduced, and the integral attractiveness of the train is not influenced.
Further, n is 2. Namely, in application, the bottom of a first vehicle compartment is provided with a damping device, and then every 2 vehicle compartments are provided with one damping device.
According to the embodiment, the drag reduction device for the high-speed train, provided by the invention, at least has the following beneficial effects:
the invention provides a drag reduction device for a high-speed train, which is arranged at the front end of a bogie area, and the windward side of a guide plate can properly block and guide airflow at the bottom of the train to the ground in the running process of the train so as to relieve and delay the impact of the airflow at the bottom on the bogie area, particularly on under-train equipment such as wheels, brakes and the like, improve local flow and achieve the aim of drag reduction, thereby realizing the reduction of traction power and energy consumption.
Although some specific embodiments of the present invention have been described in detail by way of examples, it should be understood by those skilled in the art that the above examples are for illustrative purposes only and are not intended to limit the scope of the present invention. It will be appreciated by those skilled in the art that modifications may be made to the above embodiments without departing from the scope and spirit of the invention. The scope of the invention is defined by the appended claims.

Claims (6)

1. A drag reduction device for a high-speed train is characterized in that,
the anti-drag device is arranged at the bottom of a carriage body of a high-speed train and is positioned at the front end of a bogie area, the anti-drag device comprises a guide plate, the guide plate comprises a windward side and a leeward side, the surface of the windward side is in an arc shape, the surface of the leeward side is a plane, an α angle is formed between the surface of the leeward side and the plane where a train bottom plate is located in a use state, wherein the angle is more than or equal to 20 degrees and less than or equal to α and less than or equal to 60 degrees, the surface of the windward side is tangent to the bottom of a barrier remover or the train bottom plate in the use state, and the leeward side is connected with the apron board of the high-speed train and the bogie cabin.
2. The drag reducing device for high-speed trains according to claim 1,
the anti-drag device further comprises a storage groove and a partition plate, the storage groove is located in the carriage body and used for storing the flow guide plate, and the partition plate can slide relative to the vehicle bottom plate to open or close a notch of the storage groove;
in the use state: the notch of the accommodating groove is opened, and the guide plate extends out of the accommodating groove; when the storage state is realized, the guide plate is stored in the storage groove, and the partition plate seals the notch of the storage groove.
3. The drag reducing device for high-speed trains according to claim 2,
the fairing further comprises a first subsection, the first subsection and the guide plate are of an integral structure, and when the fairing is in a use state, the first subsection is located in the accommodating groove.
4. The drag reducing device for high-speed trains according to claim 3,
the damping device further comprises a first hydraulic rod and a second hydraulic rod, the first hydraulic rod is connected with the partition plate, and the second hydraulic rod is connected with the first branch part.
5. The drag reducing device for high-speed trains according to claim 1,
in application: the bottom of the first carriage of the high-speed train and the front end of the first bogie area are provided with one damping device, and every n carriages are provided with one damping device, wherein n is more than or equal to 1 and less than or equal to 3.
6. The drag reduction device for high speed trains according to claim 5, wherein n-2.
CN201910432835.7A 2019-05-23 2019-05-23 Drag reduction device for high-speed train Active CN110155091B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201910432835.7A CN110155091B (en) 2019-05-23 2019-05-23 Drag reduction device for high-speed train

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN201910432835.7A CN110155091B (en) 2019-05-23 2019-05-23 Drag reduction device for high-speed train

Publications (2)

Publication Number Publication Date
CN110155091A CN110155091A (en) 2019-08-23
CN110155091B true CN110155091B (en) 2020-08-04

Family

ID=67631968

Family Applications (1)

Application Number Title Priority Date Filing Date
CN201910432835.7A Active CN110155091B (en) 2019-05-23 2019-05-23 Drag reduction device for high-speed train

Country Status (1)

Country Link
CN (1) CN110155091B (en)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111186453B (en) * 2020-01-19 2021-06-08 中车青岛四方机车车辆股份有限公司 Equipment guiding device under rail train car and rail train
CN112810639A (en) * 2021-01-12 2021-05-18 中国科学院力学研究所 Control device for reducing drag and noise of high-speed train
CN113799816B (en) * 2021-10-14 2023-01-31 中国科学院力学研究所 Drag reduction control device for high-speed train

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10213188A1 (en) * 2002-03-23 2003-10-02 Porsche Ag Motor vehicle has air outlet opening located in one of transverse wall of wheel arch allocated to front wheel and to which is connected air guiding channel leading out to open air
CN102180199A (en) * 2011-04-20 2011-09-14 重庆长安汽车股份有限公司 Wind resistance reducing chassis baffle plate for automobile
CN204775262U (en) * 2015-07-09 2015-11-18 唐山轨道客车有限责任公司 Closed bogie
CN105228888A (en) * 2013-04-24 2016-01-06 丰田自动车株式会社 Vehicle rectifying device
CN107107971A (en) * 2014-11-26 2017-08-29 标致雪铁龙集团 Vehicle with the air deflector for wheel
CN107298078A (en) * 2016-04-15 2017-10-27 通用汽车环球科技运作有限责任公司 The active flow deflector cooled down for brake
CN109050551A (en) * 2018-08-03 2018-12-21 中南大学 A kind of car body that anti-bogie accumulated snow freezes
CN208746102U (en) * 2018-09-21 2019-04-16 北京车和家信息技术有限公司 A kind of vehicle

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10213188A1 (en) * 2002-03-23 2003-10-02 Porsche Ag Motor vehicle has air outlet opening located in one of transverse wall of wheel arch allocated to front wheel and to which is connected air guiding channel leading out to open air
CN102180199A (en) * 2011-04-20 2011-09-14 重庆长安汽车股份有限公司 Wind resistance reducing chassis baffle plate for automobile
CN105228888A (en) * 2013-04-24 2016-01-06 丰田自动车株式会社 Vehicle rectifying device
CN107107971A (en) * 2014-11-26 2017-08-29 标致雪铁龙集团 Vehicle with the air deflector for wheel
CN204775262U (en) * 2015-07-09 2015-11-18 唐山轨道客车有限责任公司 Closed bogie
CN107298078A (en) * 2016-04-15 2017-10-27 通用汽车环球科技运作有限责任公司 The active flow deflector cooled down for brake
CN109050551A (en) * 2018-08-03 2018-12-21 中南大学 A kind of car body that anti-bogie accumulated snow freezes
CN208746102U (en) * 2018-09-21 2019-04-16 北京车和家信息技术有限公司 A kind of vehicle

Also Published As

Publication number Publication date
CN110155091A (en) 2019-08-23

Similar Documents

Publication Publication Date Title
CN110155091B (en) Drag reduction device for high-speed train
CN108162995B (en) Air guide device and method for reducing air pressure difference resistance by using same
CN110070850B (en) Streamline flow-through type obstacle deflector and application thereof
CN206344784U (en) One kind classification damping type pilotless automobile bumper
CN203611996U (en) Equipment bay skirt-board of intercity train
Liu et al. Effects of bottom deflectors on aerodynamic drag reduction of a high-speed train
CN105398461A (en) Air blowing system for railway train surface
CN103723154B (en) A kind of vacuum pipe traffic vehicle bending upwards type headstock tailstock structure
CN111055866A (en) Guide device for preventing snow accumulation of bogie and railway vehicle
CN105922998B (en) Rail vehicle pod and rail vehicle
JP3583497B2 (en) Apparatus for reducing aerodynamic drag in a cavity present in an air flow path and a vehicle having the apparatus, particularly a railway vehicle
CN2787794Y (en) Oblique plugging mechanism
CN105365717A (en) Automobile turbulence device capable of reducing wind resistance
CN105438278A (en) Automobile turbulence device capable of improving fuel economy
CN106696768B (en) Special oil scraping bow device for contact net
CN215826846U (en) Diversion and flow disturbance device for reducing wind resistance of vehicle
KR101524010B1 (en) Bogie air dam
CN103979025A (en) Carriage tail drainage side plate, drainage frame and vehicle
CN203005580U (en) Guide sealing plate between cab and container of heavy van truck
CN112810639A (en) Control device for reducing drag and noise of high-speed train
CN208868035U (en) Rail vehicle and its rubber outer hood
CN215553574U (en) Automobile engine hood suitable for aerodynamic optimization
CN113799816B (en) Drag reduction control device for high-speed train
CN219077197U (en) Car body structure and rail vehicle
CN109677432A (en) A kind of safety high speed train

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant