CN118966068B - Selection method for adaptability of wind field environment and wind resistance braking control in high-speed train running line section - Google Patents
Selection method for adaptability of wind field environment and wind resistance braking control in high-speed train running line section Download PDFInfo
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Abstract
The invention relates to the field of high-speed train aerodynamics and train windage braking, in particular to a method for selecting the adaptability of wind field environment and windage braking control between running lines of a high-speed train. The critical wind speed of the high-speed train with the wind resistance braking device is determined under various wind environment unfavorable working conditions through train wind resistance braking aerodynamic simulation calculation and multi-body dynamics simulation calculation, railway line data and line topography data are collected and meteorological observation data are collected and processed, a running line wind field information and an air gust model are constructed through a CFD method, a running control scheme of the high-speed train wind resistance braking line section is determined through comparison of line section wind field environment information and the critical wind speed, cooperative butt joint of wind resistance braking control data and a train running control system is achieved, and powerful reference and technical support can be provided for development and application of a wheel rail train with the speed of 400+km/h and a wind resistance braking system of a high-speed magnetic levitation train.
Description
Technical Field
The invention relates to the field of high-speed train aerodynamics and train windage braking, in particular to a method for selecting the adaptability of wind field environment and windage braking control between running lines of a high-speed train.
Background
In the technical attack of the next generation of high-speed trains with the speed per hour of 400+km, the development and utilization of aerodynamic force are widely focused, wind resistance braking is used as a non-adhesive supplementary braking mode when the high-speed trains are braked in an auxiliary mode or an emergency mode at a high speed stage, the wind resistance braking plate device is arranged on the surface of a vehicle body to increase air resistance to generate braking force, and the device has the advantages of cleanness, energy conservation, high reliability, large braking gain at a high-speed section and the like, and can effectively make up the defect of adhesive braking force in a high-speed running state.
In recent years, research and application of wind resistance braking devices of high-speed trains at home and abroad develop theoretical research and online experiments for continuous exploration. The application and exploration of the wind resistance braking of the high-speed train are carried out in the earliest 60 th century in Japan, and the aerodynamic calculation and the mechanism optimization design of the MLU 002N-type magnetic levitation train of the wind resistance braking device under the working condition of 500km per hour are gradually developed. In 6 months 2005, JR eastern japan company successfully assembles a cat ear type aerodynamic brake on E954 type Fastech S and Fastech type 360Z high-speed trains, and simultaneously completes the performance test of a wind resistance brake plate operated at 400km/h, and the result shows that the wind resistance brake device has higher reliability and application value in emergency braking. Thereafter, japan has been searching for an opening mode, a driving mode, a structural strength, an effect of shortening a braking distance, and the like of the windage brake device. Currently, the study of wind resistance braking is continued in japan, and a ALFAGX new rail train provided with a wind resistance braking device is practically started to run for 2 months in 2020. More structural design and installation layout researches of wind resistance braking devices are carried out in recent 10 years in China, the most classical type at present is the structural composition and conventional layout of a butterfly-shaped wind resistance braking device, and the device is a preferable type at present from the analysis of operation safety and stability. Meanwhile, a plurality of researches are developed in the aspects of numerical simulation and wind tunnel tests, but the pneumatic characteristic analysis of the wind resistance braking device is basically concentrated, and the dynamic characteristics of the rail of the high-speed train provided with the wind resistance braking device under the action of wind load are rarely researched.
The wind resistance braking takes air at the high-speed running stage of the high-speed train as a main braking power source to carry out effective supplementary braking of the foundation braking of the high-speed train, the braking stability and the safety of the wind resistance braking device are directly influenced by the external wind environment, when the high-speed train is assembled with the wind resistance braking device, the wind resistance effect is more prominent along with the increase of the wind resistance strength, the pneumatic performance of the high-speed train is rapidly deteriorated, the pneumatic transverse force and the lifting force are both increased in a nonlinear way, the dynamic performance of the train is seriously influenced by the pneumatic load borne by the pneumatic transverse force, and the rail dynamics performance, the overturning and the casualties of the train can be possibly caused. And crosswind is one of the least definite factors affecting the running stability of the high-speed train, and has serious threat to the running safety of the high-speed train. The wind resistance braking device is used as auxiliary braking at a high speed stage, the optimal application speed range is more than 350km/h, the higher the running speed is, the larger the effective braking force is, and the more obvious the side wind effect is, at the moment, the main measure for reducing the threat is the deceleration operation, and the deceleration operation directly influences the braking efficiency of the wind resistance braking device. Therefore, the data model processing of the wind field environment information of the train running line section is carried out, the running control scheme of the high-speed train wind resistance braking line section is defined, the cooperative butt joint of wind resistance braking control data and a train running control system is realized, and the method is a necessary condition for developing and applying a wind resistance braking device.
Disclosure of Invention
In order to control the adaptability of the wind resistance braking of the high-speed train in the multi-working-condition wind field environment of the line section, and clearly define the running speed threshold value and the wind speed limit value of the wind resistance braking safety braking of the high-speed train, the invention provides a method for selecting the adaptability of the wind field environment and the wind resistance braking control of the line section of the high-speed train.
In order to achieve the technical purpose, the invention adopts the following technical scheme:
The method comprises the steps of determining the critical wind speed of a high-speed train with wind resistance braking devices assembled under various adverse wind environment working conditions through train wind resistance braking aerodynamic simulation calculation and multi-body dynamics simulation calculation, constructing a running line wind field information and an air-gust model through collecting railway line data and line topography data, collecting and processing meteorological observation data by adopting a CFD method, comparing the line section wind field environment information with the critical wind speed, providing train wind resistance braking line section running control advice, and interfacing the relevant data with a train running control system, wherein the method for selecting the running line section wind field environment and the wind resistance braking control suitability of the high-speed train comprises the following steps:
1) Determination of wind field environment operation safety speed threshold value between high-speed train lines equipped with wind resistance braking device
11 Wind resistance braking aerodynamic simulation calculation of high-speed train
111 The wind resistance braking device model and the high-speed train model are determined according to actual selection of operation and application, wherein the wind resistance braking device model and the high-speed train model are installed and laid to realize smooth transition fit of appearance on the basis of meeting railway building limit and vehicle limit, and a structure with the full size smaller than 25mm can be ignored when the wind resistance braking device model and the high-speed train model are built;
112 The working condition selection comprises ① operation lines, ② operation lines and ④ operation lines, wherein the roadbed is a double-line ballastless track model with the height of not less than 6m, a long open line is adopted, the line length is not less than the total length of a model calculation domain, the ② operation lines are bridge working conditions, the bridge is a double-line ballastless track model with the height of not less than 15m, the total length of the bridge is not less than 1km, a long straight line model is adopted, the line length is not less than the total length of a model calculation domain, the ③ operation lines are tunnel working conditions, the tunnel is a double-line tunnel with the total length of not less than 2km, the long straight line model is adopted, the line length is not less than the total length of the model calculation domain, and the ④ operation lines are working conditions comprising other special structures;
12 Wind resistance braking multi-body dynamics simulation calculation of high-speed train
Constructing a high-speed train multi-body dynamics model of an assembled wind resistance braking device under the action of cap-type wind gust loads with different wind direction angles, wherein the high-speed train multi-body dynamics model of the assembled wind resistance braking device comprises the mass of the wind resistance braking device, the moment of inertia and the gravity center position in the starting process, at least comprises the mass, the moment of inertia and the gravity center position of a train body, a bogie and a wheel pair, and considers the position of a suspension device, the vertical rigidity and the horizontal damping of the suspension device, and the nonlinear system comprising a wheel rail contact geometric relation, a wheel rail creeping, a primary suspension system, a transverse buffer and a meandering-resistant shock absorber, wherein train dynamics parameters in a full load state are calculated, the wheel pair, the framework and the train body are all regarded as rigid bodies, the elastic deformation of a rail is not considered, and the unsmooth excitation of a rail can be considered;
13 The critical wind speed is determined, a time course curve of wheel rail vertical force under different working conditions is calculated and obtained on the basis of the model of the step 12), a capsizing coefficient is calculated through the time course curve of the wheel rail vertical force, 2Hz low-pass filtering is carried out, the most unfavorable bogie and the maximum capsizing coefficient are determined, the critical wind speed of a high-speed train with wind resistance braking devices under different working conditions is determined according to the maximum capsizing coefficient in a back-pushing manner, wind resistance braking critical anemometers corresponding to different wind direction angles of wind models under different working conditions are statistically filled, and the following speed-critical anemometer at least comprises speed information of 160 km/h-corresponding to the actual maximum running speed of the line and wind model wind direction angle information of 10-170 degrees, wherein the calculated speed gradient is not more than 20km/h, and the calculated wind model wind direction angle gradient is not more than 10 degrees;
2) Collecting railway line data and line topography data, wherein the railway line data comprises railway line plane data, line cross section data and line design speed, and the line topography data comprises line topography information;
3) Collecting and processing meteorological observation data, namely analyzing long-term observation data of all meteorological observation stations in areas around a line;
4) Modeling according to the meteorological observation data collected and processed in the step 3), and calculating the average wind speed distribution and the conversion coefficient of the average wind speed distribution at a specific point of the running line by adopting a CFD method;
5) Constructing a gust model, namely modeling to obtain any gust factor of an operation line, and deducing gust wind speed according to average wind speed, wherein the gust model is a cap-shaped gust model;
6) Comparing the wind field environment information and critical wind speed between lines
Comparing the wind gust data of any point of the operation line obtained in the step 5) with the limit wind speeds of different operation line working conditions calculated in the step 1) to form a mileage-line interval wind field information-train operation information sample table shown below, wherein the mileage-line interval wind field information-train operation information sample table at least comprises mileage intervals, wind field types, the most unfavorable wind direction angles counted, the maximum wind speed, the highest safe wind resistance braking speed, the highest safe train operation speed and the designed train operation speed information;
7) Windage brake operation control information interval validation
According to the mileage-line interval wind field information-train operation information sample table data in the step 6), obtaining a limit wind speed versus curve of any point wind gust data of an operation line and corresponding different operation line working conditions, extracting an operation interval close to the limit wind speed and exceeding the limit wind speed, giving out wind resistance braking control suggestions, drawing a wind resistance braking control line interval diagram, and butting the related data with a train operation control system.
Preferably, the safety index of the maximum overturning coefficient corresponding to the least favorable bogie of the high-speed train provided with the wind resistance braking device under the action of wind load is evaluated according to the following formula:
Wherein D max is the maximum overturning coefficient, P 0 is the average wheel rail vertical force of the train when no excitation is performed, P i1 is the wheel rail vertical force of the first wheel pair load reduction side of the bogie, and P j1 is the wheel rail vertical force of the second wheel pair load reduction side of the bogie.
Preferably, the average wind speed U mean of the hat type gust is calculated by the gust factor G and the maximum wind speed U max, and the calculation formula is as follows:
Umean＝Umax/G;
the time constant of the cap type gust is obtained through power spectrum density calculation of a longitudinal component, and the average time constant of the cap type gust is calculated according to the following formula:
wherein S u (n) is the calculated power spectral density, Wherein f u is a dimensionless frequency, sigma u is a standard deviation of a wind speed component u, and n is a general harmonic component of a wind speed spectrum;
the wind speed of the cap-shaped wind gust in the longitudinal direction and the transverse direction relative to the line is calculated by a time constant and a wind direction angle, and the calculation formula is as follows:
Wherein: The wind speeds of the hat-shaped wind gusts are respectively the longitudinal direction and the transverse direction relative to the line; the distance from the wind load acting point to the position of the maximum amplitude of the gust is the wind direction angle, and f is the characteristic frequency of the gust.
Preferably, the near limit wind speed identification error is in the range of 2.5m/s below the limit wind speed.
The method has the beneficial effects that the critical wind speed changing along with wind direction angles under various wind environment adverse working conditions is determined through train wind resistance braking aerodynamic simulation calculation and multi-body dynamics simulation calculation, the running line wind field information and the wind gust model are constructed by adopting a CFD method through collecting railway line data and line topography data and collecting and processing meteorological observation data, train wind resistance braking line interval running control suggestions are scientifically given through comparison of line interval wind field environment information and the critical wind speed, and meanwhile, the relevant data are butted with a train running control system, so that powerful reference and technical support can be provided for development and application of a speed 400+km/h wheel rail train and a high-speed magnetic levitation train wind resistance braking system.
Drawings
FIG. 1 is a flow chart of a method for selecting the suitability of wind field environment and wind resistance braking control between running lines of a high-speed train;
FIG. 2 is a schematic diagram of the relationship between the position coordinates of the calculation model and the wind load vector of the present invention;
FIG. 3 is a schematic diagram of a gust model coordinate system of the present invention;
FIG. 4 is a schematic diagram of the spatial distribution of a cap-type wind gust model of the present invention;
Fig. 5 is a schematic diagram of the time distribution of the cap-type wind gust model of the present invention (illustrated with v tr＝200km/h,vw = 30m/s, vehicle length 24 m);
FIG. 6 is a graph of the comparison relation of the characteristic frequency corresponding to the maximum wind speed of the gust average wind speed;
FIG. 7 is a diagram of the integrated information for controlling the windage braking of a high-speed train along a railway line section of the present invention;
FIG. 8 is an overall block diagram of a typical wind resistance brake device for an adaptation test of the present invention;
FIG. 9 is a layout of the adaptive windage brake device of the present invention on a standard consist high speed train roof;
FIG. 10 is a diagram of a multi-body dynamics model of a high-speed train equipped with a windage brake device according to the present invention.
In the figure, x, y and z respectively represent three coordinate directions, v tr is the running speed of the train, v w is the cap-shaped wind speed of the wind gust, v a is the combined speed, beta is the side deflection angle, u turb is the disturbance air quantity parallel to the main wind direction, and v turb is the disturbance air quantity perpendicular to the main wind direction.
Detailed Description
The invention is further described below with reference to the accompanying drawings:
As shown in FIG. 1, the method for selecting the suitability of the wind field environment and the wind resistance braking control of the high-speed train operation line section comprises the steps of determining the critical wind speed changing along with wind direction angles under various wind environment unfavorable working conditions through train wind resistance braking aerodynamic simulation calculation and multi-body dynamics simulation calculation, constructing an operation line wind field information and an air-gust model by collecting railway line data and line topography data and collecting and processing meteorological observation data through a CFD method, comparing the line section wind field environment information with the critical wind speed, giving train wind resistance braking line section operation control suggestions and relevant data, interfacing a train operation control system, and specifically, the method for selecting the suitability of the wind field environment and the wind resistance braking control of the high-speed train operation line section comprises the following steps:
1) Determination of wind field environment operation safety speed threshold value between high-speed train lines equipped with wind resistance braking device
11 Wind resistance braking aerodynamic simulation calculation of the high-speed train, and the relation between the position coordinates and wind load vectors of a high-speed train calculation model provided with the wind resistance braking device is referred to as figure 2.
111 The method comprises the steps of establishing a train aerodynamic calculation model, determining a wind resistance braking device model and a high-speed train model according to actual selection of operation and application, wherein the wind resistance braking device model and the high-speed train model are installed and laid out to realize smooth transition lamination of appearance on the basis of meeting railway building limit and vehicle limit. The overall structure of the adaptive typical windage braking device and the layout scheme of the roof of the standard marshalling high-speed train are respectively referred to as fig. 8 and 9.
The calculation setting of the calculation domain, the boundary condition and the turbulence model can meet the relevant regulations of Chinese industry standards TB/T3503.1, TB/T3503.2, TB/T3503.3, TB/T3503.4 and TB/T3503.5;
112 The working condition selection comprises ① operation lines, ② operation lines and ④ operation lines, wherein the roadbed is a double-line ballastless track model with the height of not less than 6m, a long open line is adopted, the line length is not less than the total length of a model calculation domain, the ② operation lines are bridge working conditions, the bridge is a double-line ballastless track model with the height of not less than 15m, the total length of the bridge is not less than 1km, a long straight line model is adopted, the line length is not less than the total length of a model calculation domain, the ③ operation lines are tunnel working conditions, the tunnel is a double-line tunnel with the total length of not less than 2km, the long straight line model is adopted, the line length is not less than the total length of the model calculation domain, and the ④ operation lines are working conditions comprising other special structures;
12 Wind resistance braking multi-body dynamics simulation calculation of high-speed train (refer to fig. 10)
Constructing a high-speed train multi-body dynamics model of an assembled wind resistance braking device under the action of cap-type wind gust loads with different wind direction angles, wherein the high-speed train multi-body dynamics model of the assembled wind resistance braking device comprises the mass of the wind resistance braking device, the moment of inertia and the gravity center position in the starting process, at least comprises the mass, the moment of inertia and the gravity center position of a train body, a bogie and a wheel pair, and considers the position of a suspension device, the vertical rigidity and the horizontal damping of the suspension device, and the nonlinear system comprising a wheel rail contact geometric relation, a wheel rail creeping, a primary suspension system, a transverse buffer and a meandering-resistant shock absorber, wherein train dynamics parameters in a full load state are calculated, the wheel pair, the framework and the train body are all regarded as rigid bodies, the elastic deformation of a rail is not considered, and the unsmooth excitation of a rail can be considered;
13 The method comprises the steps of 12) determining critical wind speed, namely calculating and obtaining time course curves of wheel rail vertical forces under different working conditions on the basis of the model of the step, calculating a capsizing coefficient through the time course curves of the wheel rail vertical forces, performing 2Hz low-pass filtering, determining a most unfavorable bogie and a maximum capsizing coefficient, and evaluating safety indexes of the maximum capsizing coefficient corresponding to the most unfavorable bogie of a high-speed train equipped with a wind resistance braking device under the action of wind load according to the following formula:
Wherein D max is the maximum overturning coefficient, P 0 is the average wheel rail vertical force of the train when no excitation is performed, P i1 is the wheel rail vertical force of the first wheel pair load reduction side of the bogie, and P j1 is the wheel rail vertical force of the second wheel pair load reduction side of the bogie.
Determining critical wind speed of the high-speed train provided with the wind resistance braking device under different working conditions according to the maximum overturning coefficient in a back-thrust manner, counting and filling wind resistance braking critical wind speed tables corresponding to different wind direction angles of wind models under different working conditions, wherein the speed-critical wind speed tables at least comprise 160 km/h-speed information corresponding to the actual maximum running speed of a line and wind direction angle information of the wind model with the speed of 10-170 degrees, wherein the calculated speed gradient is not more than 20km/h, and the calculated wind direction angle gradient of the wind model is not more than 10 degrees;
2) Collecting railway line data and line topography data, wherein the railway line data comprises railway line plane data, line cross section data and line design speed, and the line topography data comprises line topography information;
3) Collecting and processing meteorological observation data, namely analyzing long-term observation data of all meteorological observation stations in areas around a line;
4) Modeling according to the meteorological observation data collected and processed in the step 3), and calculating the average wind speed distribution and the conversion coefficient of the average wind speed distribution at a specific point of the running line by adopting a CFD method;
5) And (3) constructing a gust model, wherein the definition of a gust model coordinate system is shown in figure 3, modeling is carried out to obtain any gust factor of the operation line, and the gust wind speed is deduced according to the average wind speed, and the gust model is a cap-shaped gust model. The spatial distribution of the cap type wind gust model is shown in fig. 4, and the time distribution of the cap type wind gust model is shown in fig. 5 as an example.
The average wind speed U mean of the cap-type gust is calculated by a gust factor G and a maximum wind speed U max, and the comparison relation is shown in FIG. 6, and the calculation formula is as follows:
Umean＝Umax/G;
the time constant of the cap type gust is obtained through power spectrum density calculation of a longitudinal component, and the average time constant of the cap type gust is calculated according to the following formula:
wherein S u (n) is the calculated power spectral density, Wherein f u is a dimensionless frequency, sigma u is a standard deviation of a wind speed component u, and n is a general harmonic component of a wind speed spectrum;
the wind speed of the cap-shaped wind gust in the longitudinal direction and the transverse direction relative to the line is calculated by a time constant and a wind direction angle, and the calculation formula is as follows:
Wherein: The wind speeds of the hat-shaped wind gusts are respectively the longitudinal direction and the transverse direction relative to the line; the distance from the wind load acting point to the position of the maximum amplitude of the gust is the wind direction angle, and f is the characteristic frequency of the gust.
6) Comparing the wind field environment information and critical wind speed between lines
Comparing the wind gust data of any point of the operation line obtained in the step 5) with the limit wind speeds of different operation line working conditions calculated in the step 1) to form a mileage-line interval wind field information-train operation information sample table shown below, wherein the mileage-line interval wind field information-train operation information sample table at least comprises mileage intervals, wind field types, the most unfavorable wind direction angles counted, the maximum wind speed, the highest safe wind resistance braking speed, the highest safe train operation speed and the designed train operation speed information;
7) Windage brake operation control information interval determination (refer to FIG. 7)
According to the mileage-line interval wind field information-train operation information sample table data in the step 6), obtaining a limit wind speed versus curve of any point wind gust data of an operation line and corresponding different operation line working conditions, extracting an operation interval close to the limit wind speed and exceeding the limit wind speed, giving out wind resistance braking control suggestions, drawing a wind resistance braking control line interval diagram, and butting the related data with a train operation control system. The identification error of the adjacent limit wind speed is in the range of 2.5m/s below the limit wind speed.
It should be noted that, in this document, references to "front", "back", "upper", "lower", etc. indicate that the azimuth or positional relationship is based on the positional relationship shown in the drawings, and are merely for convenience of describing the present technical solution and simplifying the description, and do not indicate or imply that the apparatus or element to be referred to must have a specific azimuth, be configured or operate in a specific azimuth. Therefore, the technical solution is not to be construed as being limited, and the connection relationship may refer to a direct connection relationship or an indirect connection relationship. The corresponding marks and explanations are given in sequence according to the occurrence sequence of the technical term symbols in the present document, and only the description is once, and the meaning, the explanation or the description represented by the symbols with the same marks appearing subsequently are applicable.
It will be apparent to those skilled in the art that various modifications and variations can be made to the present invention without departing from the spirit and scope of the invention, and it is intended that the invention encompass such modifications and variations as fall within the scope of the appended claims and their equivalents.
Claims (3)
1. The method is characterized in that the method determines the critical wind speed changing along with wind direction angles under various wind environment unfavorable working conditions through train wind resistance braking aerodynamic simulation calculation and multi-body dynamics simulation calculation, constructs a running line wind field information and an air gust model by collecting railway line data and line topography data and collecting and processing meteorological observation data by adopting a CFD method, compares the line region wind field environment information with the critical wind speed, gives train wind resistance braking line region running control suggestions and relevant data to a train running control system, and the method for selecting the running line region wind field environment and wind resistance braking control suitability of the specific high-speed train comprises the following steps:
1) Determining a wind resistance braking device, namely determining a wind field environment operation safety speed threshold value between high-speed train lines:
11 Wind resistance braking aerodynamic simulation calculation of the high-speed train:
111 The method comprises the steps of establishing a train aerodynamic calculation model, namely determining a wind resistance braking device model and a high-speed train model according to actual selection of operation and application, wherein the wind resistance braking device model and the high-speed train model are installed and laid to realize smooth transition fit of appearance on the basis of meeting railway building limit and vehicle limit, and neglecting a structure with the full size smaller than 25mm when the wind resistance braking device model and the high-speed train model are established;
112 The working condition selection comprises ① operation lines, ② operation lines and ④ operation lines, wherein the roadbed is a double-line ballastless track model with the height of not less than 6m, a long open line is adopted, the line length is not less than the total length of a model calculation domain, the ② operation lines are bridge working conditions, the bridge is a double-line ballastless track model with the height of not less than 15m, the total length of the bridge is not less than 1km, a long straight line model is adopted, the line length is not less than the total length of a model calculation domain, the ③ operation lines are tunnel working conditions, the tunnel is a double-line tunnel with the total length of not less than 2km, the long straight line model is adopted, the line length is not less than the total length of the model calculation domain, and the ④ operation lines are working conditions comprising other special structures;
12 Wind resistance braking multi-body dynamics simulation calculation of the high-speed train:
Constructing a high-speed train multi-body dynamics model of an assembled wind resistance braking device under the action of cap-type wind gust loads with different wind direction angles, wherein the high-speed train multi-body dynamics model of the assembled wind resistance braking device comprises the mass of the wind resistance braking device, the moment of inertia and the gravity center position in the starting process, at least comprises the mass, the moment of inertia and the gravity center position of a train body, a bogie and a wheel pair, and considers the position of a suspension device, the vertical rigidity and the horizontal damping of the suspension device, and the nonlinear system comprising a wheel rail contact geometric relation, a wheel rail sliding, a primary suspension system, a secondary suspension system, a transverse buffer and a anti-snake vibration damper, wherein train dynamics parameters in a full load state are calculated, the wheel pair, the framework and the train body are all regarded as rigid bodies, the elastic deformation of a steel rail is not considered, and the actual measurement track is not excited smoothly;
13 The critical wind speed is determined, a time course curve of wheel rail vertical force under different working conditions is calculated and obtained on the basis of the model of the step 12), a capsizing coefficient is calculated through the time course curve of the wheel rail vertical force, 2Hz low-pass filtering is carried out, the most unfavorable bogie and the maximum capsizing coefficient are determined, the critical wind speed of a high-speed train with wind resistance braking devices under different working conditions is determined according to the maximum capsizing coefficient in a back-pushing manner, wind resistance braking critical anemometers corresponding to different wind direction angles of wind models under different working conditions are statistically filled, and the following speed-critical anemometer at least comprises speed information of 160 km/h-corresponding to the actual maximum running speed of the line and wind model wind direction angle information of 10-170 degrees, wherein the calculated speed gradient is not more than 20km/h, and the calculated wind model wind direction angle gradient is not more than 10 degrees;
2) Collecting railway line data and line topography data, wherein the railway line data comprises railway line plane data, line cross section data and line design speed, and the line topography data comprises line topography information;
3) Collecting and processing meteorological observation data, namely analyzing long-term observation data of all meteorological observation stations in areas around a line;
4) Modeling according to the meteorological observation data collected and processed in the step 3), and calculating the average wind speed distribution and the conversion coefficient of the average wind speed distribution at a specific point of the running line by adopting a CFD method;
5) Constructing a gust model, namely modeling to obtain any gust factor of an operation line, and deducing gust wind speed according to average wind speed, wherein the gust model is a cap gust model, and the average wind speed U mean of the cap gust is calculated by the gust factor G and the maximum wind speed U max, and the calculation formula is as follows:
Umean＝UmaxG;
the time constant of the cap type gust is obtained through power spectrum density calculation of a longitudinal component, and the average time constant of the cap type gust is calculated according to the following formula:
wherein S u (n) is the calculated power spectral density, Wherein f u is a dimensionless frequency, sigma u is a standard deviation of a wind speed component u, and n is a general harmonic component of a wind speed spectrum;
the wind speed of the cap-shaped wind gust in the longitudinal direction and the transverse direction relative to the line is calculated by a time constant and a wind direction angle, and the calculation formula is as follows:
Wherein: The wind speeds of the hat-shaped wind gusts are respectively the longitudinal direction and the transverse direction relative to the line; beta is the wind direction angle, and f is the characteristic frequency of the gust;
6) Comparing the line interval wind field environment information with critical wind speed:
Comparing the wind gust data of any point of the operation line obtained in the step 5) with the limit wind speeds of different operation line working conditions calculated in the step 1) to form a mileage-line interval wind field information-train operation information sample table shown below, wherein the mileage-line interval wind field information-train operation information sample table at least comprises mileage intervals, wind field types, the most unfavorable wind direction angles counted, the maximum wind speed, the highest safe wind resistance braking speed, the highest safe train operation speed and the designed train operation speed information;
7) Wind resistance braking operation control information interval determination:
according to the mileage-line interval wind field information-train operation information sample table data in the step 6), obtaining a limit wind speed versus curve of any point wind gust data of an operation line and corresponding different operation line working conditions, extracting an operation interval close to the limit wind speed and exceeding the limit wind speed, giving out wind resistance braking control suggestions, drawing a wind resistance braking control line interval diagram, and butting the related data with a train operation control system.
2. The method for selecting the suitability of wind field environment and wind resistance braking control of the running line interval of the high-speed train according to claim 1, wherein the safety index of the maximum overturning coefficient corresponding to the least favorable bogie of the high-speed train provided with the wind resistance braking device under the action of wind load is evaluated according to the following formula:
Wherein D max is the maximum overturning coefficient, P 0 is the average wheel rail vertical force of the train when no excitation is performed, P i1 is the wheel rail vertical force of the first wheel pair load reduction side of the bogie, and P j1 is the wheel rail vertical force of the second wheel pair load reduction side of the bogie.
3. The method for selecting suitability of wind field environment and wind resistance braking control of a high-speed train operation line section according to claim 1, wherein the near limit wind speed identification error is in a range of 2.5m/s below the limit wind speed.
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