WO2020114029A1 - 底部导流装置、磁浮列车、底部导流装置控制方法和装置 - Google Patents

底部导流装置、磁浮列车、底部导流装置控制方法和装置 Download PDF

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Publication number
WO2020114029A1
WO2020114029A1 PCT/CN2019/105562 CN2019105562W WO2020114029A1 WO 2020114029 A1 WO2020114029 A1 WO 2020114029A1 CN 2019105562 W CN2019105562 W CN 2019105562W WO 2020114029 A1 WO2020114029 A1 WO 2020114029A1
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WIPO (PCT)
Prior art keywords
deflector
angle
angle control
control rod
diversion
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PCT/CN2019/105562
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English (en)
French (fr)
Inventor
丁叁叁
陈大伟
杜健
姚拴宝
刘韶庆
姜付杰
田爱琴
杜俊涛
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CRRC Qingdao Sifang Co Ltd
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CRRC Qingdao Sifang Co Ltd
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Publication of WO2020114029A1 publication Critical patent/WO2020114029A1/zh
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L13/00—Electric propulsion for monorail vehicles, suspension vehicles or rack railways; Magnetic suspension or levitation for vehicles
    • B60L13/04—Magnetic suspension or levitation for vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L13/00—Electric propulsion for monorail vehicles, suspension vehicles or rack railways; Magnetic suspension or levitation for vehicles
    • B60L13/04—Magnetic suspension or levitation for vehicles
    • B60L13/06—Means to sense or control vehicle position or attitude with respect to railway
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • 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

Definitions

  • the invention relates to the technical field of rail transit, and in particular, to a bottom deflector, a maglev train, and a bottom deflector control method and device.
  • the maglev train is a modern high-tech rail vehicle. It uses electromagnetic force to achieve non-contact suspension and guidance between the train and the track, and then uses the electromagnetic force generated by the linear motor to draw the train to run. Since the body of the maglev train is suspended in the air during the driving process, it is necessary to maintain the positive aerodynamic performance of the maglev train during the driving process.
  • an object of embodiments of the present invention is to provide a bottom deflector device, a maglev train, and a bottom deflector control method and device.
  • an embodiment of the present invention provides a bottom deflector, including: a deflector, a rotating shaft, an angle control lever, and a mounting base;
  • the rotating shaft and the angle control lever are installed on the deflector; the angle control lever is installed with a mounting base;
  • the deflector which is installed on the maglev train through the mounting seat, is used to guide the airflow entering the bottom of the maglev train, and change the diversion angle by rotating around the rotation axis;
  • the angle control lever is used to control the diversion angle of the deflector.
  • an embodiment of the present invention further provides a maglev train.
  • the above-mentioned bottom deflector is installed at the bottom of the nose tip of the leading car and the bottom of the nose tip of the trailing car.
  • an embodiment of the present invention also provides a method for controlling a bottom deflector, including:
  • the angle control lever is controlled to expand and contract according to the obtained expansion and contraction amount.
  • an embodiment of the present invention further provides a bottom deflector control device, including:
  • An acquisition module used to acquire the diversion angle of the deflector of the bottom diversion device
  • the processing module is used to convert the diversion angle of the deflector into the expansion and contraction of the angle control rod;
  • the control module is used to control the angle control rod to expand and contract according to the obtained expansion and contraction amount.
  • the bottom deflector device is installed on the maglev train, and the outer shape of the head part and the body part of the maglev train is smoothed to improve with the related art.
  • the aerodynamic performance of the maglev train during the driving process can be improved and improved without redesigning the shape of the head and body parts of the maglev train.
  • the structure is simple and the cost is low
  • the angle of the deflector can be changed by the angle control rod installed on the bottom deflector, so that the angle of the deflector can be adjusted according to the aerodynamic performance requirements of the maglev train, which is flexible and convenient to use.
  • the expansion and contraction amount of the angle control rod is obtained through the diversion angle of the deflector, and the angle control rod is controlled to expand and contract according to the obtained expansion and contraction amount, thereby guiding the bottom
  • the diversion angle of the flow device can be adjusted.
  • the diversion angle of the bottom diversion device can be automatically adjusted according to the pneumatic requirements of the maglev train, and the operation is simple and convenient.
  • FIG. 1 shows a schematic structural diagram of a bottom deflector provided by Embodiment 1 of the present invention
  • FIG. 2 shows a bottom view of a bottom deflector device provided in Embodiment 1 of the present invention
  • FIG. 3 shows a side view of a bottom deflector device provided in Embodiment 1 of the present invention
  • FIG. 4 shows a schematic view of the installation of the bottom deflector in the head car of the maglev train in the bottom deflector provided in Embodiment 1 of the present invention
  • FIG. 5 shows a schematic view of the diversion angle of the bottom diversion device in the bottom diversion device provided in Embodiment 1 of the present invention
  • FIG. 6 shows a structural block diagram of a server that can be applied to the bottom deflector control method provided in Embodiment 2 of the present invention
  • FIG. 7 shows a flowchart of a bottom deflector control method provided in Embodiment 2 of the present invention.
  • FIG. 8 shows a schematic structural diagram of a bottom deflector control device provided in Embodiment 3 of the present invention.
  • Icons 100-diversion board; 102-rotation axis; 104-angle control lever; 106-mounting seat; 1000-air drainage part; 1002-rotation axis fixing part; 400-bottom diversion device; 402-maglev train; 200 -Server; 201-memory; 202-processor; 203-network module; 221-operating system; 222-service module; 800-acquisition module; 802-processing module; 804-control module.
  • first and second are used for description purposes only, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated.
  • the features defined as “first” and “second” may explicitly or implicitly include one or more of the features.
  • the meaning of “plurality” is two or more, unless otherwise specifically limited.
  • the terms “installation”, “connected”, “connected”, “fixed” and other terms should be understood in a broad sense, for example, it can be a fixed connection or a detachable connection , Or integrally connected; either mechanical or electrical; directly connected, or indirectly connected through an intermediary, or internally connected between two components.
  • the maglev train is a modern high-tech rail vehicle. It uses electromagnetic force to achieve non-contact suspension and guidance between the train and the track, and then uses the electromagnetic force generated by the linear motor to draw the train to run. Since the body of the maglev train is suspended in the air during the driving process, it is necessary to maintain the positive aerodynamic performance of the maglev train during the driving process. In order to improve and improve the aerodynamic performance of the maglev train during driving, it is necessary to smooth the design of the head and body parts of the maglev train. It is difficult, smooth, and costly to design the outline of the head and body parts of the maglev train. Based on this, this embodiment proposes a bottom deflector and a maglev train.
  • this embodiment also proposes a control method and device for the bottom deflector, which can automatically adjust the diversion angle of the bottom deflector according to the aerodynamic requirements of the maglev train without manual operation while the maglev train is running The adjustment is simple and convenient.
  • this embodiment proposes a bottom deflector
  • the device includes: a deflector 100, a rotating shaft 102, an angle control lever 104, and a mounting base 106;
  • the rotating shaft 102 and the angle control lever 104 are mounted on the deflector 100; the mounting base 106 is installed on the angle control lever 104.
  • the deflector 100 is installed on the bottom of the nose tip of the head train and the bottom of the nose tip of the maglev train through the mounting base 106, and the mounting base 106 and the maglev train may be connected by screws.
  • the deflector 100 may be connected to the angle control rod 104 by bolts or welding.
  • the deflector 100 is connected to the angle control rod 104 by bolts or welding.
  • one end of the deflector 100 is an air guiding part 1000 and a rotating shaft fixing part 1002 opposite to the air guiding part 1000.
  • the rotating shaft 102 is attached to the rotating shaft fixing portion 1002. It can be seen from the side of the bottom air guide device shown in FIG. 3 that the thickness of the air guide plate 100 gradually decreases from the air guide portion 1000 to the rotating shaft fixing portion 1002. Furthermore, l in FIG. 3 is the distance from the center point of the angle control lever to the rotation axis that needs to be used in the subsequent calculation of the amount of expansion and contraction of the angle control lever.
  • the deflector 100 is connected to the rotating shaft 102 through a sleeve, and both axial ends of the rotating shaft 102 are fixed to the bottom of the nose tip of the head train and the bottom of the nose tip of the maglev train.
  • the deflector 100 is installed on the maglev train through the mounting base 106 and is used to guide the airflow entering the bottom of the maglev train and change the deflector angle by rotating around the rotating shaft 102.
  • the angle control lever 104 is used to control the flow guide angle of the flow guide plate 100.
  • the angle control rod 104 is a telescopic rod, which can be telescopic in the vertical direction of the traveling direction of the maglev train; the angle control rod 104, specifically Used to control the diversion angle of the deflector 100 by changing the amount of expansion and contraction.
  • this embodiment proposes a maglev train, the above-mentioned bottom deflector device is installed on the bottom of the nose tip of the head car and the bottom of the nose tip of the tail car.
  • the bottom deflector 400 is installed at the bottom of the nose of the head train of the maglev train 402.
  • the bottom deflector device 400 is installed on a car body mounting seat (not shown) of the maglev train 402 through a mounting seat (not shown).
  • the dotted line indicates that the deflector of the bottom deflector is inclined upward; when installed in the head car, the bottom deflector guides the airflow into the bottom of the car body; installed in the tail car At the time, the bottom deflector guides the airflow out of the bottom of the car body.
  • the aerodynamic lift of the first car is reduced by about 34%, and the aerodynamic lift of the tail car is basically unchanged; after the above-mentioned bottom deflector is installed on the tail car, the aerodynamic lift of the head car is basically not Change, the aerodynamic lift of the tail car is reduced by about 10%; after the above-mentioned bottom deflector is installed on the head car and the tail car of the maglev train at the same time, the aerodynamic lift of the head car is reduced by about 34%, and the aerodynamic lift of the tail car is reduced by about 9% , Improve and improve the aerodynamic performance of maglev trains.
  • the bottom deflector and the maglev train proposed in this implementation are improved by installing the bottom deflector on the maglev train and smoothing the outer shape of the head and body parts of the maglev train in the related art.
  • the aerodynamic performance of the maglev train during the driving process can be improved and improved without redesigning the shape of the head and body parts of the maglev train.
  • the structure is simple and the cost is low
  • the angle of the deflector can be changed by the angle control rod installed on the bottom deflector, so that the angle of the deflector can be adjusted according to the aerodynamic performance requirements of the maglev train, which is flexible and convenient to use.
  • This embodiment proposes a control method for the bottom deflector, the execution subject is a server installed on the maglev train.
  • the server 200 includes: a memory 201, a processor 202, and a network module 203.
  • the memory 201 can be used to store software programs and modules, such as program instructions/modules corresponding to the bottom deflector control method in the embodiment of the present invention.
  • the processor 202 executes various programs by running the software programs and modules stored in the memory 201 Functional application and data processing, that is, implementing the bottom deflector control method in this embodiment.
  • the memory 201 may include a high-speed random access memory, and may also include a non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. Further, the above software programs and modules may further include: an operating system 221 and a service module 222.
  • the operating system 221 can be, for example, LINUX, UNIX, WINDOWS, which can include various software components and/or drivers for managing system tasks (such as memory management, storage device control, power management, etc.), and can be used with various The hardware or software components communicate with each other to provide an operating environment for other software components.
  • the service module 222 runs on the basis of the operating system 221, and listens to requests from the network through the network service of the operating system 221, completes the corresponding data processing according to the request, and returns the processing result to the client. In other words, the service module 222 is used to provide network services to clients.
  • the network module 203 is used to receive and send network signals.
  • the network signal may include a wireless signal or a wired signal.
  • the structure shown in FIG. 6 is merely an illustration, and the server 200 may further include more or fewer components than those shown in FIG. 6 or have a configuration different from that shown in FIG. 6.
  • Each component shown in FIG. 6 may be implemented using hardware, software, or a combination thereof.
  • the server in this embodiment may also include multiple servers with different specific functions.
  • the method for controlling the bottom deflector provided in this embodiment specifically includes the following steps:
  • Step 700 Obtain the diversion angle of the deflector of the bottom diversion device.
  • the diversion angle of the deflector may be obtained by the server according to the requirements of the preliminarily set maglev train line conditions, vehicle limits, aerodynamic lift of the installation site, or may be data input by the technician.
  • Step 702 Convert the diversion angle of the deflector to the amount of expansion and contraction of the angle control rod.
  • step 702 in order to convert the diversion angle of the deflector to the amount of expansion and contraction of the angle control rod, in the above step 702, the following steps (1) to (2) may be performed:
  • the distance from the center point of the angle control rod of the bottom deflector to the rotation axis may be stored in the server in advance.
  • step (2) the expansion and contraction of the angle control rod can be calculated by the following formula:
  • ⁇ l is the amount of expansion and contraction of the angle control rod
  • ⁇ is the control angle of the deflector
  • l is the distance from the center point of the angle control rod to the rotation axis.
  • step 704 may be continued to control the angle control rod.
  • Step 704 Control the angle lever to expand and contract according to the obtained expansion and contraction amount.
  • the server generates the control command of the angle control lever according to the obtained expansion and contraction amount, and then sends the generated control command to the transmission mechanism that controls the angle control lever.
  • the transmission mechanism will drive the angle control rod to change the length according to the amount of expansion and contraction carried in the control command.
  • the deflector will rotate around the rotation axis with the change of the length of the angle control rod, thereby changing the diversion angle.
  • the control method of the bottom deflector proposed in this embodiment obtains the expansion and contraction of the angle control rod through the guide angle of the deflector, and controls the angle control rod to expand and contract according to the obtained expansion and contraction, thereby guiding the bottom
  • the diversion angle of the flow device can be adjusted.
  • the diversion angle of the bottom diversion device can be automatically adjusted according to the pneumatic requirements of the maglev train, and the operation is simple and convenient.
  • the embodiments of the present application also separately provide a bottom deflector control device corresponding to the above bottom deflector control method. Since the bottom deflector control device in the embodiment of the present application The control method of the bottom deflector described above in the embodiments of the application is similar, so the implementation of the control device of the bottom deflector can be referred to the implementation of the method, and the repetition is not repeated here.
  • this embodiment provides a bottom deflector control device, including:
  • the obtaining module 800 is used to obtain the guide angle of the guide plate of the bottom guide device
  • the processing module 802 is used to convert the diversion angle of the above-mentioned deflector into the expansion and contraction of the angle control rod;
  • the control module 804 is configured to control the angle control rod to expand and contract according to the obtained expansion and contraction amount.
  • the bottom deflector control device proposed in this embodiment obtains the expansion and contraction of the angle control rod through the diversion angle of the deflector, and controls the angle control rod to expand and contract according to the obtained expansion and contraction, thereby guiding the bottom
  • the diversion angle of the flow device can be adjusted.
  • the diversion angle of the bottom diversion device can be automatically adjusted according to the pneumatic requirements of the maglev train, and the operation is simple and convenient.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Power Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Air-Flow Control Members (AREA)
  • Control Of Vehicles With Linear Motors And Vehicles That Are Magnetically Levitated (AREA)

Abstract

一种底部导流装置、磁浮列车、底部导流装置控制方法和装置，其中，该底部导流装置包括：导流板（100）、旋转轴（102）、角度控制杆（104）和安装座（106）；导流板（100）上安装有旋转轴（102）和角度控制杆（104）；角度控制杆（104）上安装有安装座（106）；导流板（100），通过安装座（106）安装在磁浮列车上，用于引导进入磁浮列车底部的气流，并通过绕旋转轴（102）旋转的方式改变导流角度；角度控制杆（104），用于控制导流板（100）的导流角度。通过该底部导流装置、磁浮列车、底部导流装置控制方法和装置，无需对磁浮列车的车头部分及车体部分的外形进行重新设计，就可以改善和提高行驶过程中磁浮列车的气动性能。

Description

底部导流装置、磁浮列车、底部导流装置控制方法和装置
本申请要求于2018年12月04日提交中国专利局、申请号为201811474646.8、发明名称为“底部导流装置、磁浮列车、底部导流装置控制方法和装置”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本发明涉及轨道交通技术领域，具体而言，涉及一种底部导流装置、磁浮列车、底部导流装置控制方法和装置。
背景技术
目前，磁浮列车是一种现代高科技轨道交通工具，它通过电磁力实现列车与轨道之间的无接触的悬浮和导向，再利用直线电机产生的电磁力牵引列车运行。由于磁浮列车在行驶过程中车体是悬浮在空中的，所以，需要在行驶过程中使磁浮列车保持正的气动性能。
为了改善和提高行驶过程中磁浮列车的气动性能，需要对磁浮列车的车头部分及车体部分的外形进行平顺化设计。
对磁浮列车的车头部分及车体部分的外形进行平顺化设计的难度大、周期长、成本高。
发明内容
为解决上述问题，本发明实施例的目的在于提供一种底部导流装置、磁浮列车、底部导流装置控制方法和装置。
第一方面，本发明实施例提供了一种底部导流装置，包括：导流板、旋转轴、角度控制杆和安装座；
所述导流板上安装有所述旋转轴和所述角度控制杆；所述角度控制杆上安装有安装座；
所述导流板，通过所述安装座安装在磁浮列车上，用于引导进入所述磁浮列车底部的气流，并通过绕所述旋转轴旋转的方式改变导流角度；
所述角度控制杆，用于控制所述导流板的导流角度。
第二方面，本发明实施例还提供了一种磁浮列车，在头车鼻尖底部和尾车鼻尖底部安装有上述的底部导流装置。
第三方面，本发明实施例还提供了一种底部导流装置控制方法，包括：
获取底部导流装置的导流板的导流角度；
将所述导流板的导流角度转换为角度控制杆的伸缩量；
控制所述角度控制杆按照得到的所述伸缩量进行伸缩。
第四方面，本发明实施例还提供了一种底部导流装置控制装置，包括：
获取模块，用于获取底部导流装置的导流板的导流角度；
处理模块，用于将所述导流板的导流角度转换为角度控制杆的伸缩量；
控制模块，用于控制所述角度控制杆按照得到的所述伸缩量进行伸缩。
本发明实施例上述第一方面至第二方面提供的方案中，通过在磁浮列车上安装底部导流装置，与相关技术中对磁浮列车的车头部分及车体部分的外形进行平顺化设计来改善和提高行驶过程中磁浮列车的气动性能相比，无需对磁浮列车的车头部分及车体部分的外形进行重新设计，就可以改善和提高行驶过程中磁浮列车的气动性能，结构简单，造价成本低；而且，可以通过底部导流装置上安装的角度控制杆改变导流板的导流角度，从而可以根据磁浮列车的气动性能需求调节导流板的导流角度，使用灵活方便。
本发明实施例上述第三方面至第四方面提供的方案中，通过导流板的导流角度得到角度控制杆的伸缩量，并控制角度控制杆按照得到的伸缩量进行伸缩，从而对底部导流装置的导流角度进行调节，可以在磁浮列车行驶过程中，无需人工操作，就可以根据磁浮列车的气动需求，自动对底部导流装置的导流角度进行调节，操作简单方便。
为使本发明的上述目的、特征和优点能更明显易懂，下文特举较佳实施例，并配合所附附图，作详细说明如下。
附图说明
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1示出了本发明实施例1所提供的一种底部导流装置的结构示意图；
图2示出了本发明实施例1所提供的一种底部导流装置的仰视图；
图3示出了本发明实施例1所提供的一种底部导流装置的侧视图；
图4示出了本发明实施例1所提供的一种底部导流装置中，磁浮列车的头车安装底部导流装置的安装示意图；
图5示出了本发明实施例1所提供的一种底部导流装置中，底部导流装置的导流角度示意图；
图6示出了可应用于本发明实施例2所提供的底部导流装置控制方法的服务器的结构框图；
图7示出了本发明实施例2所提供的一种底部导流装置控制方法的流程图；
图8示出了本发明实施例3所提供的一种底部导流装置控制装置的结构示意图。
图标：100-导流板；102-旋转轴；104-角度控制杆；106-安装座；1000-空气引流部；1002-旋转轴固定部；400-底部导流装置；402-磁浮列车；200-服务器；201-存储器；202-处理器；203-网络模块；221-操作系统；222-服务模块；800-获取模块；802-处理模块；804-控制模块。
具体实施方式
在本发明的描述中，需要理解的是，术语“中心”、“纵向”、“横向”、“长度”、“宽度”、“厚度”、“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”“内”、“外”、“顺时针”、“逆时针”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本发 明和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本发明的限制。
此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括一个或者更多个该特征。在本发明的描述中，“多个”的含义是两个或两个以上，除非另有明确具体的限定。
在本发明中，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”、“固定”等术语应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或一体地连接；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本发明中的具体含义。
目前，磁浮列车是一种现代高科技轨道交通工具，它通过电磁力实现列车与轨道之间的无接触的悬浮和导向，再利用直线电机产生的电磁力牵引列车运行。由于磁浮列车在行驶过程中车体是悬浮在空中的，所以，需要在行驶过程中使磁浮列车保持正的气动性能。为了改善和提高行驶过程中磁浮列车的气动性能，需要对磁浮列车的车头部分及车体部分的外形进行平顺化设计。对磁浮列车的车头部分及车体部分的外形进行平顺化设计的难度大、周期长、成本高。基于此，本实施例提出一种底部导流装置和磁浮列车，通过在磁浮列车上安装底部导流装置，无需对磁浮列车的车头部分及车体部分的外形进行重新设计，就可以改善和提高行驶过程中磁浮列车的气动性能，结构简单，造价成本低。而且，本实施例还提出一种底部导流装置控制方法和装置，可以在磁浮列车行驶过程中，无需人工操作，就可以根据磁浮列车的气动需求，自动对底部导流装置的导流角度进行调节，操作简单方便。
为使本申请的上述目的、特征和优点能够更加明显易懂，下面结合附图和具体实施方式对本申请做进一步详细的说明。
实施例1
参见图1所示的底部导流装置的结构示意图、图2所示的底部导流装 置的仰视图、以及图3所示的底部导流装置的侧视图，本实施例提出一种底部导流装置，包括：导流板100、旋转轴102、角度控制杆104和安装座106；
上述导流板100上安装有上述旋转轴102和上述角度控制杆104；上述角度控制杆104上安装有安装座106。
优选地，上述导流板100通过上述安装座106安装在上述磁浮列车的头车鼻尖底部和尾车鼻尖底部，上述安装座106与上述磁浮列车可以通过螺纹连接。
具体地，上述导流板100可以通过螺栓或焊接方式与上述角度控制杆104连接。上述导流板100通过螺栓或焊接方式与上述角度控制杆104连接。
在一个实施方式中，导流板100的一端为空气引流部1000，以及与上述空气引流部1000相对的旋转轴固定部1002。上述旋转轴102安装在上述旋转轴固定部1002上。通过图3所示的底部导流装置的侧面，可以看出上述导流板100的厚度自空气引流部1000至旋转轴固定部1002逐渐降低。而且，图3中的l是在后续计算角度控制杆的伸缩量中需要使用的角度控制杆中心点到旋转轴的距离。
上述导流板100通过套筒与上述旋转轴102连接，上述旋转轴102的轴向两端固定到上述磁浮列车的头车鼻尖底部和尾车鼻尖底部。
上述导流板100，通过上述安装座106安装在磁浮列车上，用于引导进入上述磁浮列车底部的气流，并通过绕旋转轴102旋转的方式改变导流角度。
上述角度控制杆104，用于控制上述导流板100的导流角度。
在一个实施方式中，为了对上述导流板100的导流角度进行控制，上述角度控制杆104，为伸缩杆，能够在上述磁浮列车行驶方向的垂直方向上伸缩；上述角度控制杆104，具体用于通过改变伸缩量，对上述导流板100的导流角度进行控制。
进一步地，本实施例提出一种磁浮列车，在头车鼻尖底部和尾车鼻尖底部安装有上述的底部导流装置。参见图4所示的磁浮列车的头车安装底部导流装置的安装示意图，底部导流装置400安装在磁浮列车402的头车 鼻尖底部位置。
具体地，底部导流装置400通过安装座(图中未示出)安装在磁浮列车402的车体安装座(图中未示出)上。
参见图5所示的底部导流装置的导流角度示意图，虚线表示底部导流装置的导流板向上倾斜；安装在头车时，底部导流装置引导气流进入车体底部；安装在尾车时，底部导流装置引导气流流出车体底部。
在磁浮列车的头车安装上述的底部导流装置后，头车气动升力减小约34％，尾车气动升力基本不变；尾车安装上述的底部导流装置后，头车气动升力基本不变，尾车气动升力减小约10％；在磁浮列车的头车和尾车同时安装上述的底部导流装置后，头车气动升力减小约34％，尾车气动升力减小约9％，改善并提高了磁浮列车的气动性能。
综上所述，本实施提出的底部导流装置和磁浮列车，通过在磁浮列车上安装底部导流装置，与相关技术中对磁浮列车的车头部分及车体部分的外形进行平顺化设计来改善和提高行驶过程中磁浮列车的气动性能相比，无需对磁浮列车的车头部分及车体部分的外形进行重新设计，就可以改善和提高行驶过程中磁浮列车的气动性能，结构简单，造价成本低；而且，可以通过底部导流装置上安装的角度控制杆改变导流板的导流角度，从而可以根据磁浮列车的气动性能需求调节导流板的导流角度，使用灵活方便。
实施例2
本实施例提出一种底部导流装置控制方法，执行主体是设置在磁浮列车上的服务器。
参见图6所示的一种可应用于本实施例中的服务器的结构框图。如图3所示，服务器200包括：存储器201、处理器202以及网络模块203。
存储器201可用于存储软件程序以及模块，如本发明实施例中的底部导流装置控制方法对应的程序指令/模块，处理器202通过运行存储在存储器201内的软件程序以及模块，从而执行各种功能应用以及数据处理，即实现本实施例中的底部导流装置控制方法。存储器201可包括高速随机存储器，还可包括非易失性存储器，如一个或者多个磁性存储装置、闪存、或者其他非易失性固态存储器。进一步地，上述软件程序以及模块还可包括：操作系统221以及服务模块222。其中操作系统221，例如可为LINUX、 UNIX、WINDOWS，其可包括各种用于管理系统任务(例如内存管理、存储设备控制、电源管理等)的软件组件和/或驱动，并可与各种硬件或软件组件相互通讯，从而提供其他软件组件的运行环境。服务模块222运行在操作系统221的基础上，并通过操作系统221的网络服务监听来自网络的请求，根据请求完成相应的数据处理，并返回处理结果给客户端。也就是说，服务模块222用于向客户端提供网络服务。
网络模块203用于接收以及发送网络信号。上述网络信号可包括无线信号或者有线信号。
可以理解，图6所示的结构仅为示意，服务器200还可包括比图6中所示更多或者更少的组件，或者具有与图6所示不同的配置。图6中所示的各组件可以采用硬件、软件或其组合实现。另外，本实施例中的服务器还可以包括多个具体不同功能的服务器。
参见图7所示的底部导流装置控制方法的流程，本实施例提出的一种底部导流装置控制方法，具体包括以下步骤：
步骤700、获取底部导流装置的导流板的导流角度。
在上述步骤700中，导流板的导流角度，可以是服务器根据预先设置的磁浮列车的线路条件、车辆限界、安装部位的气动升力等要求得到的，也可以是技术人员输入的数据。
步骤702、将上述导流板的导流角度转换为角度控制杆的伸缩量。
具体地，为了将上述导流板的导流角度转换为角度控制杆的伸缩量，上述步骤702，可以执行以下步骤(1)至步骤(2)的流程：
(1)获取上述底部导流装置的角度控制杆中心点到旋转轴的距离；
(2)根据上述导流板的导流角度和上述角度控制杆中心点到旋转轴的距离，计算上述角度控制杆的伸缩量，从而将上述导流板的导流角度转换为角度控制杆的伸缩量。
在上述步骤(1)中，底部导流装置的角度控制杆中心点到旋转轴的距离可以预先存储在服务器中。
上述步骤(2)可以通过以下公式计算上述角度控制杆的伸缩量：
Figure PCTCN2019105562-appb-000001
其中，△l为角度控制杆的伸缩量，α为导流板的控制角度，l为角度控制杆中心点到旋转轴的距离。
在通过上述步骤702得到角度控制杆的伸缩量后，可以继续执行以下步骤704对角度控制杆进行控制。
步骤704、控制上述角度控制杆按照得到的上述伸缩量进行伸缩。
这里，服务器会根据得到的上述伸缩量生成角度控制杆的控制指令，然后把生成的控制指令发送给对角度控制杆进行控制的传动机构。传动机构接收到控制指令后，会根据控制指令中携带的伸缩量驱动角度控制杆改变长度，此时导流板会随着角度控制杆长度的改变而绕着旋转轴发生旋转，进而改变导流角度。当角度控制杆的伸缩量与控制指令中携带的伸缩量一致后，传动机构控制角度控制杆的长度固定，确定导流板角度调整到位，完成对底部导流装置的控制流程。
综上所述，本实施例提出的底部导流装置控制方法，通过导流板的导流角度得到角度控制杆的伸缩量，并控制角度控制杆按照得到的伸缩量进行伸缩，从而对底部导流装置的导流角度进行调节，可以在磁浮列车行驶过程中，无需人工操作，就可以根据磁浮列车的气动需求，自动对底部导流装置的导流角度进行调节，操作简单方便。
基于同一发明构思，本申请实施例中还分别提供了与上述底部导流装置控制方法对应的底部导流装置控制装置，由于本申请实施例中的底部导流装置控制装置解决问题的原理与本申请实施例上述底部导流装置控制方法相似，因此底部导流装置控制装置的实施可以参见方法的实施，重复之处不再赘述。
实施例3
参见图8所示的底部导流装置控制装置的结构示意图，本实施例提出一种底部导流装置控制装置，包括：
获取模块800，用于获取底部导流装置的导流板的导流角度；
处理模块802，用于将上述导流板的导流角度转换为角度控制杆的伸缩量；
控制模块804，用于控制上述角度控制杆按照得到的上述伸缩量进行伸缩。
综上所述，本实施例提出的底部导流装置控制装置，通过导流板的导流角度得到角度控制杆的伸缩量，并控制角度控制杆按照得到的伸缩量进行伸缩，从而对底部导流装置的导流角度进行调节，可以在磁浮列车行驶过程中，无需人工操作，就可以根据磁浮列车的气动需求，自动对底部导流装置的导流角度进行调节，操作简单方便。
以上所述，仅为本发明的具体实施方式，但本发明的保护范围并不局限于此，任何熟悉本技术领域的技术人员在本发明揭露的技术范围内，可轻易想到变化或替换，都应涵盖在本发明的保护范围之内。因此，本发明的保护范围应所述以权利要求的保护范围为准。

Claims (10)

  1. 一种底部导流装置，其特征在于，包括：导流板、旋转轴、角度控制杆和安装座；
    所述导流板上安装有所述旋转轴和所述角度控制杆；所述角度控制杆上安装有安装座；
    所述导流板，通过所述安装座安装在磁浮列车上，用于引导进入所述磁浮列车底部的气流，并通过绕所述旋转轴旋转的方式改变导流角度；
    所述角度控制杆，用于控制所述导流板的导流角度。
  2. 根据权利要求1所述的底部导流装置，其特征在于，所述导流板通过所述安装座安装在所述磁浮列车的头车鼻尖底部和尾车鼻尖底部，所述安装座与所述磁浮列车通过螺纹连接。
  3. 根据权利要求1所述的底部导流装置，其特征在于，所述导流板通过螺栓或焊接方式与所述角度控制杆连接。
  4. 根据权利要求2所述的底部导流装置，其特征在于，所述导流板通过套筒与所述旋转轴连接，所述旋转轴的轴向两端固定到所述磁浮列车的头车鼻尖底部和尾车鼻尖底部。
  5. 根据权利要求1所述的底部导流装置，其特征在于，所述角度控制杆，为伸缩杆，能够在所述磁浮列车行驶方向的垂直方向上伸缩；所述角度控制杆，具体用于通过改变伸缩量，对所述导流板的导流角度进行控制。
  6. 一种磁浮列车，其特征在于，在头车鼻尖底部和尾车鼻尖底部安装有上述权利要求1-5任一项所述的底部导流装置。
  7. 一种底部导流装置控制方法，其特征在于，包括：
    获取底部导流装置的导流板的导流角度；
    将所述导流板的导流角度转换为角度控制杆的伸缩量；
    控制所述角度控制杆按照得到的所述伸缩量进行伸缩。
  8. 根据权利要求7所述的方法，其特征在于，所述将所述导流板的导流角度转换为角度控制杆的伸缩量，包括：
    获取所述底部导流装置的角度控制杆中心点到旋转轴的距离；
    根据所述导流板的导流角度和所述角度控制杆中心点到旋转轴的距离，计算所述角度控制杆的伸缩量，从而将所述导流板的导流角度转换为 角度控制杆的伸缩量。
  9. 根据权利要求7所述的方法，其特征在于，所述根据所述导流板的导流角度和所述角度控制杆中心点到旋转轴的距离，计算所述角度控制杆的伸缩量，包括：
    通过以下公式计算所述角度控制杆的伸缩量：
    Figure PCTCN2019105562-appb-100001
    其中，△l为角度控制杆的伸缩量，α为导流板的控制角度，l为角度控制杆中心点到旋转轴的距离。
  10. 一种底部导流装置控制装置，其特征在于，包括：
    获取模块，用于获取底部导流装置的导流板的导流角度；
    处理模块，用于将所述导流板的导流角度转换为角度控制杆的伸缩量；
    控制模块，用于控制所述角度控制杆按照得到的所述伸缩量进行伸缩。
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CN116118795B (zh) * 2022-12-27 2025-08-05 广州地铁集团有限公司 一种基于流动控制的地铁列车底部直线电机散热优化装置

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