CN212423070U

CN212423070U - Active control wing surface device and system of magnetic suspension train

Info

Publication number: CN212423070U
Application number: CN202020718098.5U
Authority: CN
Inventors: 周先浚; 周劲松
Original assignee: Individual
Current assignee: Individual
Priority date: 2020-04-30
Filing date: 2020-04-30
Publication date: 2021-01-29
Anticipated expiration: 2030-04-30

Abstract

The utility model relates to the field of maglev train dynamics, noise and active control, in particular to an active control wing surface device and system of a maglev train; the active control wing surface device is arranged at the top of the maglev train and comprises a main wing surface and a flap connected to the trailing edge of the main wing surface, the main wing surface is positioned above the top of the maglev train and can rotate relative to the top of the maglev train through a reversing assembly, and the angle between the flap and the main wing surface can be adjusted through a servo assembly; the utility model discloses carry out lift compensation and resistance compensation to the maglev train based on the aerodynamics principle, the concrete performance provides lift for operation stage airfoil, and the wing vortex provides the resistance in the braking stage. Compared with the prior art, the utility model discloses make full use of maglev train roof space has reduced maglev system energy consumption, has promoted maglev train braking capacity.

Description

Active control wing surface device and system of magnetic suspension train

Technical Field

The utility model belongs to the technical field of maglev train dynamics, noise, active control and specifically relates to a maglev train's active control airfoil device and system are related to.

Background

The existing magnetic suspension train completely depends on electromagnetic force to carry out suspension, traction and braking. This results in the required electromagnetic force, especially the vertical electromagnetic force supporting the train body is very large, and usually very thick wires or superconducting technology is needed to cope with the thermal effect of the current, which also results in the magnetic levitation train avoiding the resistance and noise during the running of the wheel rail, but the economic performance index is always worse than that of the traditional wheel rail vehicle.

SUMMERY OF THE UTILITY MODEL

According to the aerodynamic principle, the aviation field forms a set of perfect theoretical control airplanes. The running speed of the maglev train, especially the high-speed maglev train, exceeds the takeoff speed of a large passenger plane, and the applicant finds that the airfoil system can be completely designed by utilizing the aerodynamic principle to carry out lift compensation and drag compensation on the train. However, the aircraft wing system directly applied to the maglev train has some problems, the most main problem is the space problem, and the two sides of the maglev train do not have enough space to install the wing, especially in the section of a switch track; secondly, the stability problem, the newly-increased compensation lift force and compensation resistance can bring new disturbance to the magnetic suspension system, possibly influencing the running stability and the driving safety of the train.

The purpose of the utility model is to provide a make full use of maglev train roof space in order to overcome the defect that above-mentioned prior art exists, reduced maglev system energy consumption, promoted maglev train's active control airfoil device and system of maglev train braking capacity.

The purpose of the utility model can be realized through the following technical scheme:

an aspect of the utility model provides a maglev train's active control airfoil device sets up in maglev train's top, include the main wing face and connect in the wing flap at the main wing face trailing edge, the main wing face be located maglev train top to can rotate for the maglev train top through the switching-over subassembly, wing flap and main wing face between accessible servo assembly angle of adjustment.

Preferably, the reversing assembly is composed of a worm wheel rotatably connected with the top of the maglev train, a worm in transmission connection with the worm wheel, a worm driving motor for driving the worm to rotate, and a supporting disc arranged on the top of the worm wheel and synchronously rotating with the worm wheel.

Preferably, the worm wheel and the worm form a self-locking worm wheel and worm structure.

Preferably, the worm driving motor is a servo motor.

As another preferred embodiment, the reversing assembly includes a toothed disc rotatably connected to the top of the maglev train, a gear engaged with the toothed disc, a gear driving motor for driving the gear to rotate, and a supporting disc fixed to the toothed disc; the gear is provided with a plurality of positioning holes, and the top of the magnetic suspension train is provided with a telescopic positioning pin matched with the positioning holes. Further preferably, two positioning holes are formed in the fluted disc and are arranged on one diameter of the fluted disc. Still further preferably, the telescopic positioning pin is driven by a pneumatic or hydraulic cylinder.

The utility model provides a switching-over subassembly can use the electric energy of train, is responsible for the orientation of the horizontal rotation main wing face during the switching-over of train stop, makes it just to train traffic direction, and the switching-over subassembly keeps the lock-out state at train operation in-process.

Preferably, the mainplane is arranged on the reversing assembly through a bracket.

Preferably, the servo assembly comprises a servo drive and a flap actuator.

Preferably, the servo driver and the flap actuating mechanism are arranged in the main wing surface, the flap actuating mechanism adopts a link mechanism, and the link mechanism comprises a swinging link, a first transmission link, a second transmission link and a slide block; the sliding block is connected with the main wing surface in a sliding mode in the front-back direction and can reciprocate back and forth under the driving of the servo driver, one end of the swing connecting rod is hinged with the main wing surface, the other end of the swing connecting rod is connected with the sliding block through the first transmission connecting rod, one end of the second transmission connecting rod is hinged to the middle of the swing connecting rod, and the other end of the second transmission connecting rod extends out of the rear edge of the main wing surface and is hinged with the flap.

Preferably, the servo driver is a hydraulic servo driver, a pneumatic servo driver or an electromagnetic servo driver.

Preferably, the servo driver is a servo oil cylinder.

Another aspect of the present invention provides an active control airfoil system for a magnetic levitation train, including an active control airfoil device.

Preferably, the active control airfoil system further includes a controller. The controller is used for acquiring train running instructions and running speed signals from the maglev train, converting the train running instructions and the running speed signals and transmitting the train running instructions and the running speed signals to the servo assembly to control the rotation angle of the flap, and meanwhile, the controller also outputs feedback to a maglev control system of the maglev train to adjust the maglev force.

Preferably, the controller is further used for converting train operation instruction signals and transmitting the train operation instruction signals to the reversing assembly, so that the main wing surface of the magnetic suspension train is controlled to face the train operation direction before the magnetic suspension train operates in a reversing mode.

The utility model discloses a theory of operation is: when the magnetic suspension train runs, the angle of the flap is adjusted to enable the airfoil surface to generate lift force, partial magnetic suspension force is compensated, and the current magnitude and heating loss of the train during suspension are reduced; when the maglev train brakes, the wing flap angle is adjusted to enable the wing surface to generate a turbulent flow effect, turbulent flow is generated on the roof of the maglev train, and the air resistance of the train is increased to compensate part of braking force; before the train reaches the terminal station and is reversed to run, the reversing device horizontally rotates the wing surface to enable the wing surface to be opposite to the running direction of the train.

Compared with the prior art, the utility model discloses carry out lift compensation and resistance compensation to the maglev train based on the aerodynamics principle, the concrete performance provides lift for operation stage airfoil, and the wing vortex provides the resistance in the braking stage. Compared with the prior art, the utility model discloses make full use of maglev train roof space has reduced maglev system energy consumption, has promoted maglev train braking capacity.

Drawings

Fig. 1 is a schematic view of an active control airfoil device of a maglev train according to the present invention.

Fig. 2 is a schematic view of the air flow when the active control airfoil device of the maglev train of the present invention provides lift compensation.

Fig. 3 is a schematic view of the air flow when the active control airfoil device of the maglev train of the present invention provides resistance compensation (braking state).

Fig. 4 is a schematic connection diagram of the servo assembly of the present invention when providing lift compensation.

Fig. 5 is a schematic connection diagram of the servo assembly according to the present invention when providing resistance compensation.

Fig. 6 is a schematic diagram of the operation of the reversing assembly of the present invention, fig. 6(a) and 6(c) are schematic diagrams of different orientations of the main wing surface in different train running directions, and fig. 6(b) and 6(d) are schematic diagrams of the section a-a in fig. 6(a) and 6(c), respectively.

Fig. 7 is a schematic structural view of the reversing component according to an aspect of the present invention.

In the figure, 1 is a maglev train, 2 is a main wing surface, 3 is a flap, 4 is a reversing component, 41 is a worm wheel, 42 is a worm, 43 is a supporting disk, 5 is a servo component, 51 is a servo driver, 521 is a swinging connecting rod, 522 is a first transmission connecting rod, 523 is a second transmission connecting rod, 524 is a sliding block, and 6 is a bracket.

Detailed Description

The present invention will be described in detail below with reference to the accompanying drawings and specific embodiments.

Example 1

An active control wing surface device of a magnetic suspension train is shown in figures 1-3, is arranged at the top of a magnetic suspension train 1 and comprises a main wing surface 2 and a flap 3 connected to the rear edge of the main wing surface 2, wherein the main wing surface 2 is positioned above the top of the magnetic suspension train 1 and can rotate relative to the top of the magnetic suspension train 1 through a reversing assembly 4, and the angle between the flap 3 and the main wing surface 2 can be adjusted through a servo assembly 5.

In this embodiment, the utility model provides a switching-over subassembly 5 can use maglev train 1's electric energy, is responsible for the orientation of horizontal rotation main wing face 2 during the switching-over of 1 stops at maglev train, makes it just to maglev train 1 traffic direction, and switching-over subassembly 5 keeps the locking state at 1 operation in-process of maglev train. The mainplane 2 is arranged on the reversing assembly 4 through a bracket 6. The support 6 is preferably in the form of a support bar to reduce disturbances to the airflow, for example the support 6 may be two support bars arranged in the fore-aft direction of the mainplane. In one embodiment, as shown in fig. 7, the reversing assembly 4 is composed of a worm wheel 41 rotatably connected to the top of the maglev train 1, a worm 42 in transmission connection with the worm wheel 41, a worm driving motor for driving the worm 42 to rotate, and a supporting disc 43 disposed on the top of the worm wheel 41 and rotating synchronously with the worm wheel 41, wherein the supporting disc 43 and the worm wheel 41 can be fixedly connected in a plug-in manner and by a key. Preferably, the worm wheel 41 and the worm 42 form a self-locking worm wheel and worm structure, which can realize self-locking and can keep the direction of the main wing surface 2 in the running process of the maglev train. In this embodiment, it is further preferable that the worm driving motor is a servo motor (a conventional driving manner is adopted between the servo motor and the worm gear, not shown in the figure). In another implementation, the reversing assembly may further include a toothed plate rotatably connected to the top of the maglev train, a gear engaged with the toothed plate, a gear driving motor for driving the gear to rotate, and a supporting plate fixed to the toothed plate; the gear is provided with a plurality of positioning holes, and the top of the magnetic suspension train is provided with a telescopic positioning pin matched with the positioning holes. Further preferably, two positioning holes are formed in the fluted disc and are arranged on one diameter of the fluted disc. It is further preferred that the telescopic positioning pin is driven by a pneumatic or hydraulic cylinder

In the present embodiment, as shown in FIGS. 4-5, the servo assembly 5 includes a servo drive 51 and a flap actuator. In the present embodiment, it is preferable that the servo driver 51 and the flap actuating mechanism are disposed in the main wing surface 2, and the flap actuating mechanism is a link mechanism including a swing link 521, a first transmission link 522, a second transmission link 523 and a slider 524; the slide block 524 is connected with the main wing surface 2 in a sliding manner in the front-back direction and can reciprocate back and forth under the driving of the servo driver 51, one end of the swing link 521 is hinged with the main wing surface 2, the other end of the swing link is connected with the slide block 524 through the first transmission link 522, one end of the second transmission link 523 is hinged in the middle of the swing link 521, and the other end of the second transmission link extends out of the rear edge of the main wing surface 2 and is hinged with the flap 3. The servo driver 51 in this embodiment may be a hydraulic servo driver, a pneumatic servo driver, an electromagnetic servo driver, or other types of servo drivers. The servo driver 51 in this embodiment is preferably a servo cylinder.

When the magnetic suspension train runs, the angle of the flap is adjusted to enable the airfoil surface to generate lift force, part of magnetic suspension force is compensated, and the current magnitude and the heating loss when the train is suspended are reduced (as shown in figure 2); when the maglev train brakes, the wing flap angle is adjusted to enable the wing surface to generate turbulent flow, turbulent flow is generated on the top of the maglev train, and the air resistance of the train is increased to compensate part of braking force (as shown in figure 3); before the train reaches the terminal station for reversing operation, the reversing device horizontally rotates the wing surface to enable the wing surface to be opposite to the train operation direction, and the reference is made to fig. 6(a) -6 (d).

Example 2

An active control airfoil system of a magnetic levitation train comprises the active control airfoil apparatus of embodiment 1. Preferably, the actively-controlled airfoil system further comprises a controller. The controller is used for acquiring train running instructions and running speed signals from the maglev train, converting the train running instructions and the running speed signals and transmitting the converted train running instructions and running speed signals to the servo assembly to control the rotation angle of the flap, and meanwhile, the controller also outputs feedback to a maglev control system of the maglev train, so that the maglev train system adjusts the maglev force. The controller is further preferably used for converting train running instruction signals and transmitting the train running instruction signals to the reversing assembly, so that the main wing surface of the magnetic suspension train is controlled to face the running direction of the train before the magnetic suspension train runs in a reversing mode. The controller can be independent of the magnetic-levitation train control system (for example, an independent single chip microcomputer or a microcomputer is adopted), and can also be based on the magnetic-levitation train control system (for example, the controller is integrated in the magnetic-levitation train control system).

The embodiments described above are intended to facilitate the understanding and use of the invention by those skilled in the art. It will be readily apparent to those skilled in the art that various modifications to these embodiments may be made, and the generic principles described herein may be applied to other embodiments without the use of the inventive faculty. Therefore, the present invention is not limited to the above embodiments, and those skilled in the art should make improvements and modifications within the scope of the present invention according to the disclosure of the present invention.

Claims

1. The active control wing surface device of the magnetic suspension train is arranged at the top of the magnetic suspension train (1) and is characterized by comprising a main wing surface (2) and a flap (3) connected to the trailing edge of the main wing surface (2), wherein the main wing surface (2) is positioned above the top of the magnetic suspension train (1) and can rotate relative to the top of the magnetic suspension train (1) through a reversing assembly (4), and the angle between the flap (3) and the main wing surface (2) can be adjusted through a servo assembly (5).

2. The active control airfoil device of the magnetic suspension train as claimed in claim 1, wherein the reversing assembly (4) is composed of a worm wheel (41) rotatably connected with the top of the magnetic suspension train (1), a worm (42) in transmission connection with the worm wheel (41), a worm driving motor for driving the worm (42) to rotate, and a supporting disk (43) arranged on the top of the worm wheel (41) and rotating synchronously with the worm wheel (41).

3. Active control airfoil arrangement for a magnetic levitation train as claimed in claim 2, characterised in that the worm wheel (41) and the worm (42) form a self-locking worm wheel and worm structure.

4. The active control airfoil apparatus of a maglev train of claim 2, wherein the worm drive motor is a servo motor.

5. The active control airfoil arrangement for a magnetic levitation train as claimed in any one of claims 1 to 4, wherein the mainplane (2) is mounted on the reversing assembly (4) by means of a bracket (6).

6. Active control airfoil arrangement for a magnetic levitation train according to claim 1, characterised in that the servo assembly (5) comprises a servo drive (51) and a flap actuator.

7. The active control airfoil device of a maglev train according to claim 6, characterized in that the servo drive (51) and the flap actuator are arranged in the main airfoil (2), the flap actuator is a link mechanism, and the link mechanism comprises a swing link (521), a first transmission link (522), a second transmission link (523) and a slider (524); the sliding block (524) is connected with the main wing surface (2) in a sliding mode in the front-back direction and can reciprocate back and forth under the driving of the servo driver (51), one end of the swing connecting rod (521) is hinged to the main wing surface (2), the other end of the swing connecting rod is connected with the sliding block (524) through the first transmission connecting rod (522), one end of the second transmission connecting rod (523) is hinged to the middle of the swing connecting rod (521), and the other end of the second transmission connecting rod extends out of the rear edge of the main wing surface (2) and is hinged to the flap (3).

8. Active control airfoil arrangement for a magnetic levitation train as claimed in claim 7, wherein said servo drive (51) is a hydraulic servo drive, a pneumatic servo drive or an electromagnetic servo drive.

9. Active control airfoil arrangement for a magnetic levitation train as claimed in claim 8, wherein said servo actuator (51) is a servo cylinder.

10. An active control airfoil system for a magnetic levitation train, comprising the active control airfoil apparatus of any of claims 1-9.