• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The aerodynamic stabilization system object of the present invention is arranged in the upper part of high-speed trains and comprises an aerodynamic structure (1) with a flat lower part with a circular contour and an upper part as an aerodynamic surface with a symmetrical profile., with a blunt leading edge (5) and a sharp trailing edge (6); a load transmission ring (4) that supports and gives freedom of rotation to the structure (1); and a motor (3) that rotates said structure (1), generating a variable angle of attack with respect to the incident air flow and a horizontal aerodynamic force that compensates for the effects of the centrifugal force in the curves. This compensation makes the vehicle more stable, greatly reduces wear on the track and wheels, and increases safety margins against derailment. (Machine-translation by Google Translate, not legally binding)
    公开号:ES2781399A1
    申请号:ES201900031
    申请日:2019-02-28
    公开日:2020-09-01
    发明作者:Paez Jaime Ruiz
    申请人:Paez Jaime Ruiz；
    IPC主号:
    专利说明:

    [0002] Aerodynamic stabilization system in high and very high speed trains
    [0004] Technical sector
    [0006] The present invention belongs to the sector of railway engineering, more specifically to the aerodynamics of high and very high speed trains.
    [0008] The present invention refers to a stabilization system that is arranged in the upper part of all the wagons of a high or very high speed train and takes advantage of the relative speed of the air with the vehicle to generate a horizontal aerodynamic force that compensates the force centrifugal in curves, thus giving the vehicle greater stability while the road is less worn, drastically reducing maintenance costs and allowing this type of interurban transport to reach higher traffic speeds. This system turns out to be an applicable and efficient system in all current high-speed train configurations (conventional, tilting and pendulum).
    [0010] Background of the invention
    [0012] Superelevation insufficiency is called that situation in which a railway finds itself when taking a curved track at a higher speed than that for which the cant is designed. Sufficient cant produces negative effects on passenger comfort, exerts additional stresses on the track and on the vehicle, which leads to excessive wear on wheels and rails, risks of derailment, discomfort for passengers on board and increased noise, in addition to an increase in maintenance costs. The appearance of all these effects imposes a limitation on the maximum speed for which a given train can take each curve, depending on the weight and height of the center of mass of the wagon most susceptible to these effects of all those it is made up of. . Dealing with these speed limitation factors in curves, that is, with insufficient cant, means improving the traffic speed of the vehicles that cross them and reducing maintenance costs due to wear, thus resulting in a faster and faster means of transport. efficient.
    [0013] Historically, the appearance of tilting technology (Italy, 1969) and tilting technology (Spain, 1970s) can be mentioned, which tilt the wagons towards the inner side of the curve with different mechanisms to reduce the discomfort of passengers under cant deficiency. . These technologies represented an unprecedented increase in the use of the railroad as a means of interurban transport, multiplying the number of passengers per year by a factor of 10 in just a decade.
    [0015] From the point of view of aerodynamics, ideas and sketches of certain devices have emerged in recent years to vary the behavior of running high-speed trains, such as ailerons to generate an upward vertical force and reduce vertical forces on the route - patent publication numbers CN102897176 (A). CN104442859 (A), CN101857031 (A) or CN1660669 (A) -, ailerons that also generate great aerodynamic resistance as an aid during braking operations -CN202175052 (U) or CN202175053 (U) - and ailerons designed to generate a vertical force descending that increases the adhesion between the wheel and the track -CN105416308 (A) -. However, none of these innovations have proven effective enough to enter the commercial market of the industry. All these devices, moreover, are based on asymmetric profiles whose aerodynamic profiles are contained in the vertical plane, like the wings of an aircraft, in order to generate a vertical aerodynamic force. to obtain a variation in the weight and grip of the vehicles, while the present invention introduces a symmetrical airfoil whose aerodynamic profiles are contained in the horizontal plane, to generate a resulting horizontal aerodynamic force with the intention of dealing with the insufficiency of camber. The previous devices do not intend, as the present invention does, to compensate for horizontal stresses and the imbalance in the distribution of vertical loads that derive from excess centrifugal force in situations of insufficient cant.
    [0017] There is a case in which the same physical principle as the present invention applied to automobiles is used ( Aerodynamics control system for automotive vehicle, Hideo Ito, patent number 5,090,766, USA, year 1992), but with a totally different industrial application, since that as there are no guide rails on the road, the device cannot deal with wear or cant deficiency as such, and only acts on adherence to the asphalt, and being placed at the rear of the vehicle has the functionality of add a yaw motion, like the vertical stabilizer in aircraft, so its industrial application is totally different. This invention makes use of profiles of a very small size that transmit their force through a rotating axis, instead of the load transmission system of the present invention, which does so through a rotating discoidal platform. On the other hand, road speed depends on many factors and the vehicle does not have the upstream cant information, making it a very difficult technology to apply. After 27 years since its publication, it is clear that it has not proved to be applicable in the commercial market either. However, the present invention does not intend to give a yaw angle to the vehicle, but to deal with the excess of centrifugal force in situations of insufficient cant that avoids the manufacture of faster and safer trains, while reducing wear and tear and therefore maintenance costs.
    [0019] The current state of the art does not contemplate any device or technology that takes advantage of the relative speed of the air with the vehicle to compensate the excess of centrifugal force in high or very high speed trains in situations of insufficient cant, in order to thereby reduce or even eliminate the negative effects on speed, safety and wear.
    [0021] Explanation of the invention
    [0023] The aerodynamic stabilization system object of the invention consists of a motorized aerodynamic structure that is placed on top of the wagons of a high or very high speed train in order to take advantage of the relative speed of the air with the vehicle to generate a horizontal and perpendicular force to the direction of travel that compensates for the effects of excess centrifugal force generated during curved tracks in situations of insufficient cant, which stabilizes the vehicle and allows it to reach higher speeds, reducing wear on the track and the wheels, and increasing the safety margins in the event of derailment due to flange climbing, track breakage and overturning.
    [0025] The aerodynamic stabilization system that is the object of the invention is made up of three main elements: a main structure or main body, an outer load transmission ring anchored to the roof of the wagon (hereinafter referred to as the outer ring), and a Rotation motor unit that is responsible for providing the main body with relative rotation with respect to the outer ring. The lower part of the main body is flat and circular in contour, it is coupled to the outer ring and has two main objectives: first, to allow a complete rotation of the entire assembly with respect to the outer ring in a very precise way; and second, to transmit to the rest of the wagon the strong loads supported by the structure over a wide area, avoiding stress and stress concentration points. The upper section of the main body is arranged as a symmetrical profile airfoil, and is integrated to the bottom forming a single solid. The upper part is designed with the aim of generating the desired aerodynamic forces and structurally supporting the strong demand for applied loads.
    [0027] The compensation force produced by the aerodynamic surface of the main body object of the invention is produced by providing the main body with an angle with respect to the incident air flow other than zero. This angle, called in the field of aerodynamics as the angle of attack (a), is determined by the rotation motor unit, which is located at a level below the roof of the train to avoid aerodynamic interference and controls the position at all times. of the main body. On transitional curved tracks (those in which the radius of curvature is variable), this motor unit of rotation turns the assembly gradually as a function of superelevation, always pointing the leading edge of the aerodynamic section -also called the leading edge- towards the inner side of the curve, and the rear edge -or trailing edge- towards the outer side, thus generating an asymmetry in the pressure field that surrounds the structure. This asymmetry produces a horizontal resultant aerodynamic force proportional to the angle of attack (a) set, commonly called the lift force (L) in the field of aerodynamics, which counteracts the excess of centrifugal force that the vehicle suffers in situations of insufficient cant. .
    [0029] With the appearance of this compensation force, the transverse stresses suffered by the external track ( Y) in situations of superelevation insufficiency are totally or partially reduced, and, thanks to the moment it produces, the distribution of vertical loads is also balanced ( Q ) on the rails, thus reducing the difference (AQ) generated by the moment caused by the centrifugal force, which, if too high, can cause the vehicle to overturn. This compensation of the centrifugal force with an aerodynamic force makes the vehicle more stable during cornering, greatly reduces wear on the wheels and tracks, and increases the margins of safety against derailment (by reducing Y / Q), allowing the train to reach higher speeds and reduce its travel times.
    [0031] This technology is presented as non-polluting and very economical in energy.
    [0033] One or more aerodynamic stabilization systems object of the present invention are arranged on each wagon of the high-speed train, equidistant from each other to minimize the disturbances perceived on each one due to the flow turbulence produced by the previous one. Their respective rotation motor units are all connected and automated by the train's ATP ( Automatic Train Protection) system , which, thanks to the fact that it has in virtual memory the track route that the vehicle is about to travel, provides correct synchronization and control at all times of the angular disposition ( a ) of all the devices depending on the wagon in which they are and their instantaneous entry or exit to transition curves.
    [0035] The dimensions of each system object of the invention (height and length of the aerodynamic surface of the main body, its profile and radius of the outer ring) may vary depending on the model and the configuration of the train in which they are applied ( conventional, tilting or pendular), the weight of the wagon on which it is available and the aerodynamic force (L) that it is desired to generate. Because the centrifugal force applied to the vehicle in a curve is dependent on the own weight of each wagon, the stabilization systems placed on the train's tractor heads, due to the greater mass that they drag, must be proportionally greater than the rest and / or be equipped with additional hyper-lift devices already known from the current state of the art, such as slats, slotted flaps, vibration membranes or leading edge rollers.
    [0036] The main advantages of this invention are summarized as follows:
    [0038] • Greater safety against derailment due to lateral displacement of the track (due to reduction of Y).
    [0040] • Greater safety against derailment due to flange climbing (by reducing Y / Q).
    [0042] • Greater stability of the vehicle in curves, increasing safety against derailment due to overturning or wheel discharge (by reducing Y / Q and AQ).
    [0044] • Significant reduction in wheel and track wear (by reducing Y), and therefore lower maintenance costs.
    [0046] • Highest possible maximum speed in circular and transition curves.
    [0048] • Clean and ecological technology, and very economical in energy.
    [0050] • Active torque on the body tilt angle in conventional and tilting trains, assisting in turning and allowing more economical tilting technology than a pneumatic system under the wagon.
    [0052] In short, faster, cheaper and safer trains.
    [0054] The aerodynamic stabilization system object of the invention comprises a main body consisting of a structure with a vertical aerodynamic section that faces the incident flow, a rotation motor unit that defines the desired angle of attack for the main body, and an outer ring fixed to the wagon where the lower part of the main body rests. These items are detailed below.
    [0056] The main body of the invention consists of an aerodynamic structure that rotates, thanks to the rotation motor unit, about a vertical axis. Despite the main body being a single solid, it has two well differentiated parts: a flat lower part with a circular outline, and an upper part that is arranged as an aerodynamic surface with a symmetrical profile. The lower part is made up of an inner load transmission ring (hereinafter, the inner ring) that is concentrically supported and rotates with respect to the outer ring, and a framework of transverse beams and longitudinal stringers that stiffen it and allow an effective transmission of forces. This lattice can be replaced by a composite lattice or a high stiffness fiber matrix. The upper section of the main body consists of a series of transverse bulkheads (held tightly to the transverse beams of the truss at the bottom), a series of sheet metal ribs arranged in the horizontal plane, and a sheet metal cladding that wraps the whole there where there is contact with the outside air. The contours of these ribs draw symmetrical aerodynamic profiles, which gives shape to the aerodynamic surface mentioned above, characterized by having a blunt leading edge and a sharp trailing edge, arranged in such a way that the aerodynamic centers resulting from its sections horizontal lines coincide with the axis of rotation about which the main body rotates. The side surfaces generated by the outer skin act as the upper and lower surfaces of an aerodynamic airfoil, similar to a wing segment of a small aircraft arranged in an upright position. The exterior surface finish is polished and primed to minimize air resistance at high speeds. To prevent turbulence and eddies in the flow, the liner has two smooth curvatures that they avoid the right angle: one at the junction of the liner of the lower section of the main body with the vertical aerodynamic section, and another at the junction of the upper cover with the side surfaces of the main body. The generation of the aerodynamic force occurs in this cladding, and is transmitted through its interior through the ribs, the bulkheads and, vertically and downwards, to the lattice of beams and horizontal stringers, ending in the inner ring, in the outer ring, and lastly in the rest of the car frame.
    [0058] Another element of the present invention is the rotation motor unit which, located below the level of the roof of the wagon and tangentially hooked to the lower part of the main body, makes the main structure rotate with respect to the vertical axis passing through its center. The rotation motor unit rotates the entire assembly linearly as the superelevation varies linearly (in transition curves), and maintains it at a constant angle of attack if the superelevation does not vary (other than zero during circular curves, a = constant; and equal to zero for straight tracks, a = 0 °). As the horizontal profiles of the aerodynamic section are symmetrical with respect to its chord, the coefficient of pitch of the aerodynamic section cm is zero, and, since all its aerodynamic centers are aligned with the central axis of rotation of the main body, the net aerodynamic force it is applied on this axis, which does not generate a moment that must be supported by the rotation motor unit.
    [0060] Another element of the present invention is the outer load transmission ring, concentric to the inner ring of the main structure and somewhat larger, and is fixed to the car structure. This element transmits the loads generated by the main body to the rest of the vehicle, while giving it support and freedom of rotation with respect to its central axis of rotation.
    [0062] In a preferred embodiment, the main body constitutes a single rigid element that rotates with respect to the vertical axis by means of the rotation motor unit. This is the simplest realization.
    [0064] In another preferred embodiment, the main body is divided into two elements: a proximal body containing the inner ring and its framework of beams and stringers, the transverse bulkheads, the internal ribs and the outer skin; and a distal body containing the tail of the aerodynamic section and its trailing edge as a control flap . Both the proximal part of the distal body and the distal part of the proximal body must allow a correct coupling and relative rotation between both bodies around the vertical axis, in order to allow rotation and thus vary the curvatures of the intrados and extrados of the entire aerodynamic surface and increase the lift coefficient cl of the profiles, providing a higher resultant aerodynamic force (L). This relative rotation between the proximal and distal bodies can be controlled by a flap actuator motor or by means of a system of gears and transmission chains that connect the absolute rotation of the main body with respect to the wagon with the relative rotation of the proximal body with the distal, thus maintaining a single degree of freedom and reducing the costs derived from the acquisition, installation and maintenance of a secondary motor.
    [0066] Another preferred embodiment is also contemplated in which the main body is composed of three elements: a proximal body that contains the inner load transmission ring and its framework of beams and stringers, the transverse bulkheads, the internal ribs and the outer skin; a central body; and a distal body containing the trailing edge. In this case, the distal part of the proximal body and the proximal part of the central body are coupled in such a way as to allow a relative rotation with respect to the vertical axis, which can be controlled by a control motor or by a gear system similar to that described. plus up. In the same way, the distal part of the central body and the proximal part of the distal body are coupled to allow relative rotation with respect to the vertical axis, controlled by a second control motor or by another gear system connected to the previous one. In this preferred embodiment the main body can assume positions that provide an even smoother airfoil contour and that generate higher performance.
    [0067] In another preferred embodiment, the framework of beams and stringers of the lower section of the main body is replaced by a framework of high-rigidity composite material or fiber, pursuing the same load transmission purposes.
    [0068] Brief description of the drawings
    [0069] To complement the description that is being made and in order to help a better understanding of the characteristics of the invention, a set of drawings is attached as an integral part of said description in which, with an illustrative and non-limiting nature, the following has been represented :
    [0070] Figure 1. Shows an external view with a possible embodiment of the device according to the present invention, in which the main body consists of a single element.
    [0071] Figure 2. Shows an external view with a possible embodiment of the device according to the present invention, in which the main body consists of a single element, and a cut has been made in the lining of the main body so that the components can be seen internals of which the latter is composed.
    [0072] Figure 3. Shows the angle of attack of the main body (a) as a function of the incident flow on a straight track (a) and on a curved track to the right (b), for a preferred embodiment in which the main body consists of a single element.
    [0073] Figure 4. Shows an external view with a possible embodiment of the device according to the present invention, in which the main body consists of two elements.
    [0074] Figure 5. Shows an external view with a possible embodiment of the device according to the present invention, in which the main body consists of two elements, and a cut has been made in the lining of the main body so that the internal components can be appreciated of which the latter is composed.
    [0075] Figure 6. Shows an external view with a possible embodiment of the device according to the present invention, in which the main body consists of three elements.
    [0076] Figure 7. Shows an external view with a possible embodiment of the device according to the present invention, in which the main body consists of three elements, and a cut has been made in the lining of the main body so that the internal components can be appreciated of which the latter is composed.
    [0077] Figure 8. Shows the angle of attack of the main body (a) with respect to the incident flow in a curved path to the right, the relative angle between the proximal body and the central body (3), and the relative angle between the central and distal body ( 5), for a preferred embodiment in which the main body consists of three elements.
    [0078] Figure 9. Shows a sketch that represents an aerial view of a railway taking a curve to the right making use of the aerodynamic stabilization technology object of the invention. The towing vehicle and the second car are within a transition curve, so the angle of attack (a) of the main bodies of the first and second stabilizer systems is different from zero, while the third car remains on track. straight, so the main body of its stabilizer system is still parallel to the longitudinal axis of the train.
    [0080] Below is a list of the different elements represented in the figures that make up the invention:
    [0082] 1 = Main body
    [0083] 2 = proximal body
    [0084] 3 = Rotation motor unit
    [0085] 4 = Load transmission outer ring
    [0086] 5 = Leading edge
    [0087] 6 = Trailing edge
    [0088] 7 = Sheet metal curvature smoothed
    [0089] 8 = Central axis of rotation of the main body
    [0090] 9 = Coating
    [0091] 10 = Sheet metal curvature smoothed
    [0092] 11 = Internal ribs
    [0093] 12 = Inner ring for load transmission
    [0094] 13 = Lattice of cross beams and stringers
    [0095] 14 = Transverse bulkheads
    [0096] 15 = Distal body
    [0097] 16 = Rotation axis of the distal body with respect to the central
    [0098] 17 = Central body
    [0099] 18 = Axis of rotation of the central body with respect to the proximal
    [0101] Preferred embodiment of the invention
    [0103] In view of the aforementioned figures, and in accordance with the numbering adopted, an example of a preferred embodiment of the invention can be seen in them, which comprises the parts and elements that are indicated and described in detail below.
    [0105] Thus, as can be seen in Figure 1, Figure 2 and Figure 3, a possible preferred embodiment of the aerodynamic stabilization system object of the invention essentially comprises the following elements:
    [0107] • a main body (1) consisting of a structure that rotates with respect to a vertical central axis of rotation (8), with a flat lower part with a circular contour and an upper part that is arranged as an aerodynamic surface with a symmetrical profile that faces the flow, and is in turn divided into the following elements:
    [0109] or an inner load transmission ring (12), concentric to the outer load transmission ring (4) and somewhat smaller, so that it rotates with respect to it, rests on it and transmits the relevant loads,
    [0110] or a framework of transverse beams and stringers (13), arranged longitudinally and transversely to transmit the loads towards the ring system (12, 4) and stiffen the assembly,
    [0112] or a series of vertical transverse bulkheads (14), which stiffen the aerodynamic section of the main body (1) and allow the transmission of loads from the ribs (11) to the framework of beams and stringers (13),
    [0114] or a series of ribs (11), arranged horizontally and with contours as symmetrical aerodynamic profiles whose aerodynamic centers coincide with the central axis of rotation (8),
    [0116] or a sheet metal lining (9) that covers the upper part in contact with the air of the lower section of the main body (1) and the sides and upper part of the upper section of the main body (1), with curvatures ( 7, 10) to avoid the right angle between all these mentioned parts, and forming in the upper section a symmetrical aerodynamic bearing surface, with a blunt proximal edge (5) and a sharp distal edge (6),
    [0118] • a rotation motor unit (3), and
    [0120] • an outer load transmission ring (4), anchored to the wagon and through whose center the vertical central axis of rotation (8) passes.
    [0122] In another preferred embodiment, as we see in Figure 4 and Figure 5, the main body (1) is made up of two elements, a proximal body (2), which contains the inner load transmission ring (12), its framework of beams and stringers (13), the transverse bulkheads (14), the internal ribs (11), and the outer skin (9) with the proximal edge (5) blunt; and a distal body (15) containing the sharp trailing edge (6). Both the proximal part of the distal body (15) and the distal part of the proximal body (2) must allow a correct coupling and relative rotation between both bodies around an axis of vertical rotation (16).
    [0124] In another preferred embodiment, as we see in Figure 6, Figure 7 and Figure 8, the main body (1) is made up of three elements: a proximal body (2), which contains the inner load transmission ring (12), its framework of beams and stringers (13), the transverse bulkheads (14), the internal ribs (11), and the outer skin (9) with a blunt proximal edge (5); a central body (17); and a distal body (15) containing the sharp trailing edge (6). In this case, both the distal part of the proximal body (2) and the proximal part of the central body (17) as well as the distal part of the central body (17) and the proximal part of the distal body (15) must allow a correct coupling and relative rotation around their respective axes of rotation (18, 16).
    [0126] In figure 9 we can see a railway taking a curve making use of its aerodynamic stabilization technology object of this invention, with the preferred embodiment in which the main body is divided into three elements. The main body of the stabilization system of the tractor unit and that of the subsequent car are at a positive angle of attack as both cars are curved. The third carriage of the figure, having not yet entered the transition curve, it is on a straight track and the main body of its stabilization system is still aligned with the longitudinal axis of the train.
    权利要求:
    Claims (7)
    [1]
    1. Aerodynamic stabilization system to be attached to the roof of high and very high speed train wagons to improve cornering behavior, and which is characterized in that it comprises:
    • a main body (1) consisting of a rigid structure that rotates around a vertical central axis of rotation (8), with a flat lower part with a circular contour and an upper part that is arranged as an aerodynamic profile surface symmetric that faces the flow, and is divided into the following elements:
    or an inner load transmission ring (12), concentric to the outer load transmission ring (4) and somewhat smaller, so that it rotates with respect to it, rests on it and transmits the relevant loads,
    or a framework of transverse beams and stringers (13), arranged longitudinally and transversely to transmit the loads towards the ring system (12, 4) and stiffen the assembly,
    or a series of vertical transverse bulkheads (14), which stiffen the aerodynamic section of the main body (1) and allow the transmission of loads from the ribs (11) to the framework of beams and stringers (13),
    or a series of ribs (11), arranged horizontally and whose contours draw symmetrical aerodynamic profiles, where their aerodynamic centers coincide with the central axis of rotation (8),
    or an outer sheet cladding (9), which covers the upper part in contact with the air of the lower section of the main body (1), the sides and upper part of the aerodynamic section of the main body (1), with curvatures (7, 10) to avoid the right angle between all these mentioned parts, forming in the upper section a symmetrical aerodynamic bearing surface, with a blunt proximal edge (5) and a sharp distal edge (6),
    • a rotation motor unit (3), which is located below the level of the roof of the wagon and is in continuous contact with the inner ring of load transmission (12) of the main body (1), and
    • an outer load transmission ring (4), anchored to the wagon and through whose center the vertical central axis of rotation (8) passes.
    [2]
    2. Aerodynamic stabilization system to be attached to the roof of high- and very-high-speed train wagons to improve cornering behavior, characterized in that it comprises:
    • a main body (1), consisting of a structure that rotates around a vertical central axis of rotation (8), with a flat lower part with a circular contour and a lower part upper that is arranged as an aerodynamic surface with a symmetrical profile that faces the flow, and is divided into the following elements:
    or a proximal body (2), which is divided into the following elements:
    ■ an inner load transmission ring (12), concentric to the outer load transmission ring (4) and somewhat smaller, so that it rotates with respect to it, rests on it and transmits the relevant loads to it,
    ■ a framework of transverse beams and stringers (13), arranged longitudinally and transversely to transmit the loads towards the ring system (12, 4) and stiffen the assembly,
    ■ a series of vertical transverse bulkheads (14), which stiffen the aerodynamic section of the main body (1) and allow the transmission of loads from the ribs (11) to the framework of beams and stringers (13),
    ■ a series of ribs (11), arranged horizontally and contoured in the manner of symmetrical aerodynamic profiles whose aerodynamic centers coincide with the central axis of rotation (8),
    ■ a sheet metal lining (9), covering the upper part in contact with the air of the lower section of the proximal body (2), and the sides and upper part of the aerodynamic section of the proximal body (2), with curvatures (7, 10) to avoid the right angle between all these mentioned parts, forming in the upper section a symmetrical aerodynamic bearing surface, with a blunt proximal edge (5) and a distal part suitable for the coupling and relative rotation of the part. proximal of the distal body (15) around a vertical rotation axis (16),
    or a distal body (15), whose proximal part is suitable for coupling and relative rotation with respect to the distal part of the proximal body (2) around a vertical rotation axis (16), and with a trailing edge (6 ) sharp,
    • a rotation motor unit (3), which is located below the level of the roof of the wagon and is in continuous contact with the inner ring of load transmission (12) of the main body (1), and
    • an outer load transmission ring (4), anchored to the wagon and through whose center the vertical central axis of rotation (8) passes.
    [3]
    3. Aerodynamic stabilization system to be attached to the roof of high and very high speed train wagons to improve behavior in curves, and which is characterized in that it comprises:
    a main body (1), consisting of a structure that rotates around a vertical central axis of rotation (8), with a flat lower part with a circular contour and an upper part that is arranged as an aerodynamic surface with a symmetrical profile that faces the flow, and is divided into the following elements:
    or a proximal body (2), which is divided into the following elements:
    ■ an inner load transmission ring (12), concentric to the outer load transmission ring (4) and somewhat smaller, so that it rotates with respect to it, rests on it and transmits the relevant loads to it,
    ■ a framework of transverse beams and stringers (13), arranged longitudinally and transversely to transmit the loads towards the ring system (12, 4) and stiffen the assembly,
    ■ a series of vertical transverse bulkheads (14), which stiffen the aerodynamic section of the main body (1) and allow the transmission of loads from the ribs (11) to the framework of beams and stringers (13),
    ■ a series of ribs (11), arranged horizontally and contoured in the manner of symmetrical aerodynamic profiles whose aerodynamic centers coincide with the central axis of rotation (8),
    ■ a sheet metal lining (9), covering the upper part in contact with the air of the lower section of the proximal body (2), and the sides and upper part of the aerodynamic section of the proximal body (2), with curvatures (7, 10) to avoid the right angle between all these mentioned parts, forming in the upper section a symmetrical aerodynamic bearing surface, with a blunt proximal edge (5) and a distal part suitable for the coupling and relative rotation of the part. proximal of the distal body (15) around a vertical rotation axis (16),
    or a central body (17), whose proximal part is suitable for coupling and relative rotation with respect to the distal part of the proximal body (2) around a vertical rotation axis (18), and its distal part is suitable for the coupling and relative rotation with respect to the proximal part of the distal body (15) around another vertical rotation axis (16),
    or a distal body (15), whose proximal part is suitable for coupling and relative rotation with respect to the distal part of the central body (17) around a vertical rotation axis (16), and with a trailing edge (6 ) sharp,
    a rotation motor unit (3), which is located below the level of the roof of the wagon and is in continuous contact with the inner load transmission ring (12) of the main body (1), and
    an outer load transmission ring (4), anchored to the wagon and through whose center the vertical central axis of rotation (8) passes.
    [4]
    4. Aerodynamic stabilization system according to any of the preceding claims, characterized in that the proximal, central and / or distal body are subdivided into sections in order to provide greater smoothness in the curvature of the profile, thus breaking down the main body into a greater number of elements.
    [5]
    Aerodynamic stabilization system according to any of the preceding claims, characterized in that one or more additional high-lift devices are added to the main body (1), already known from the current state of the art, such as slats, slotted flaps , vibration or leading edge rollers, in order to increase the lift generated by the assembly.
    [6]
    6. Aerodynamic stabilization system according to any of the preceding claims, characterized in that it does not have curvatures between the coatings of the different parts of the main body.
    [7]
    7. Aerodynamic stabilization system according to any of the preceding claims, characterized in that the framework of transverse beams and stringers (13) is replaced by a framework of composite material or a high-rigidity fiber matrix.
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    同族专利:
    公开号 | 公开日
    ES2781399B2|2021-07-07|
    引用文献:
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    GB560480A|1942-11-11|1944-04-05|Blackburn Aircraft Ltd|Improvements in and relating to the construction of aircraft control surfaces|
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