CN103318186B - Braking method based on railway loading siding - Google Patents

Abstract

The invention discloses a kind of braking method based on railway loading siding.Including: the uniform and factor of safety against overturning according to heavy haul railway circuit wheeling edge wearing, obtain the loading siding sweep in the Bu Ding district that decelerating is set on loading siding；Allocating the gradient of each section of circuit on loading siding in advance, the deceleration needed for calculating corresponding each section of circuit according to the formula pre-set is served as a fill-in；Gradient construction loading siding according to the loading siding sweep obtained and each section of circuit of distribution, and decelerating is installed on continuously the inner side of the loading siding Bu Ding district rail of construction, so that the vehicle entered in loading siding Bu Ding region to be braked.The application present invention, can reduce construction cost of the railway load line for rapid quantitative loading.

Description

Braking method based on railway loading line

Technical Field

The invention relates to a railway transportation technology, in particular to a braking method based on a railway loading line.

Background

At present, the existing loading stations in China are located on branch lines or at the beginning of a line, and when the loading stations with large bulk loading and transportation quantity or heavy-load high-capacity double-line railways are designed, railway loading lines (loading lines for short) are often utilized to realize the untwining with the main line of the railway, namely, overpass loading lines are built, and arrival and departure lines at two sides of the main line are connected.

Coal is a main product for heavy-load high-capacity double-track railway transportation, and how to quickly and effectively load coal onto a train is one of important subjects of railway transportation research. At present, a loading process of large-scale coal transportation mainly adopts a rapid quantitative loading system with higher rated loading precision and automation degree, the rapid quantitative loading system of the coal is arranged on a loading point on a loading line, when the coal is loaded, each empty wagon carriage (marshalling) to be loaded passes through the loading point at a low constant speed, and the rapid quantitative loading system on the loading point loads the coal into each empty wagon carriage drawn by a locomotive rapidly and quantitatively to realize loading.

Generally, the height difference of the rail surface at the stereo intersection of the loading line and the main line is about 10m, namely the loading line crosses the main line by adopting a certain gradient to realize the connection with the starting line at the other side in elevation, and the locomotive has poor braking performance in a low-speed state. Therefore, in order to meet the stability requirement of quantitative loading, lines before and after the loading point need to be designed according to the gradient of not more than 1.5 per thousand. For example, when the locomotive runs at a speed less than 10km/h, the braking force which can be provided by the locomotive is between 0 and 90kN, taking the example that the locomotive pulls 10000 tons of trains, when the locomotive slides down along a slope of 1.5 per thousand, the generated sliding force can reach 147kN, namely the braking force provided by the locomotive is not enough to overcome the sliding force, and when the train slides down along the slope, the running speed is faster and faster, so that the rated loading precision of the rapid quantitative loading system is influenced. Particularly for a rapid quantitative loading system, when loading, the train is required to run at a constant speed of 0.8 km/h-1.5 km/h, and the provided braking force can be almost ignored, so that under the condition of no external force auxiliary braking, the braking is carried out only according to the braking force provided by the locomotive, and the route before and after the loading point is required to be designed into a flat slope or a slope not more than 1.0 per mill, and the quantitative loading can be realized. In order to meet the design requirement, the loading loop of the overpass loop needs to be subjected to line spreading to perform slope softening treatment, so that the slope is less than 1.0 per thousand. Therefore, when the train runs on a railway loading line passing through the exhibition line, the quantitative loading can be realized through the braking force provided by the train. However, the design method needs to expand the line of the loading line by 1.5km to 3.5km, so that the investment of civil engineering is increased, and the construction cost of the railway loading line is higher.

Disclosure of Invention

The embodiment of the invention provides a braking method based on a railway loading line, which reduces the construction cost of the railway loading line for rapid quantitative loading.

In order to achieve the above object, an embodiment of the present invention provides a braking method based on a railway loading line, including:

according to the uniform abrasion of the wheel rim of the heavy haul railway line and the anti-overturning safety coefficient, acquiring the curve radius of a loading line of a top distribution area provided with a retarder on the loading line;

the method comprises the steps of pre-distributing the gradient of each section of line on a loading line, and calculating and determining the number of deceleration tops required by each section of line according to a preset formula according to the gradient distribution condition of each section of line;

building a loading line according to the obtained curve radius of the loading line and the gradient of each distributed section of line, and continuously installing a retarder on the inner side of a steel rail of the built loading line wiring top area so as to brake vehicles entering the loading line wiring top area;

the calculation formula of the deceleration top number is as follows:

$N_i=2.75x\frac{(p_i-\mathrm{\ξ}){\mathrm{QL}}_i}{E}{x10}^{-4}$

in the formula,

N_ithe number of the retarder is set for the ith section of the line, and the unit is the platform;

p_ithe unit is a thousandth number of the synthetic gradient coefficient of the ith section of line;

xi is the basic resistance coefficient of the vehicle;

q is the dead weight and the load of the vehicle, and the unit is ton;

L_ithe length of the slope section of the ith section of line is meter;

and E is the braking work of the retarder, and the unit is tonnage meter.

Wherein, according to the even and antidumping factor of safety of heavy haul railway line rim wearing and tearing, the loading line curve radius who sets up the cloth top area of retarder on the acquisition loading line includes:

according to the condition of uniform abrasion of the wheel rim of the heavy haul railway line, calculating the curve radius of the loading line meeting the condition of uniform abrasion of the top distribution area;

acquiring the radius of a curve of a loading line of the topping area meeting the anti-overturning safety coefficient according to the anti-overturning safety coefficient;

and selecting the larger of the curve radius of the loading line meeting the uniform grinding condition and the curve radius of the loading line meeting the anti-overturning safety coefficient as the curve radius of the loading line.

Wherein, the curve radius calculation formula of the loading line meeting the uniform grinding condition is as follows:

$R_{\mathrm{sj}}\≥11.8\frac{V_{\max }^2-V_h^{\text{2}}}{h_{\mathrm{qv}}+h_{\mathrm{gy}}}$

in the formula,

R_sjthe radius of a curve of a loading line meeting the condition of uniform grinding is measured in meters;

V_hdesigning a rated speed for the locomotive, wherein the unit is kilometers per hour;

V_maxdesigning the highest speed for the locomotive, wherein the unit is kilometers per hour;

h_qvthe unit is millimeter to allow the value of underrun;

h_gyto allow for excessive excesses, units are in millimeters.

The formula for calculating the radius of the curve of the loading line meeting the anti-overturning safety coefficient is as follows:

$R_e\≥\frac{{11.8V}^2}{h+\frac{S^2}{2\mathrm{na}}-h_f-h_z}$

in the formula,

R_ethe unit is meter in order to meet the curve radius of the loading line of the anti-overturning safety coefficient;

n is the anti-overturning safety coefficient;

v is the driving speed of the locomotive, and the unit is kilometers per hour;

h is curve superelevation, and the unit is millimeter;

s is the distance between the central lines of the inner and outer strands of steel rails, and the unit is millimeter;

a is the height of the gravity center of the vehicle, and the unit is millimeter;

h_fthe equivalent weight of wind power is ultrahigh, and the unit is millimeter;

h_zthe unit is millimeter, which is the vehicle transverse vibration equivalent height.

The calculation formula of the deceleration top number further considers a curve resistance reduced gradient coefficient, and the calculation formula of the deceleration top number is as follows:

$N_i=2.75x\frac{(p_i-\mathrm{\ξ}-Q_{\mathrm{fi}}){\mathrm{QL}}_i}{E}{x10}^{-4};$

the curve resistance reduced gradient coefficient calculation formula is as follows:

$Q_{\mathrm{fi}}=\frac{458}{R_i}$

in the formula,

Q_ficonverting the curve resistance of the ith section of line into a gradient coefficient in units of thousands;

R_ithe curve radius of the ith section of line is in meters;

when the ith section of line is in a downhill, the curve resistance reduced gradient coefficient is negative; and when the ith section of line is an ascending slope, the curve resistance reduced gradient coefficient is positive.

The calculation formula of the number of the deceleration tops further considers the wind resistance reduced gradient coefficient, and the calculation formula of the number of the deceleration tops is as follows:

$N_i=2.75x\frac{(p_i-\mathrm{\ξ}-Q_{\mathrm{fi}}-F_f){\mathrm{QL}}_i}{E}{x10}^{-4};$

the wind resistance conversion gradient coefficient calculation formula is as follows:

$F_f=\frac{0.063w\frac{C_{x1}}{C_{x0}}}{{G\cos }^2\mathrm{\α}}{(v_c+v_f\cos \mathrm{\β})}^2$

in the formula,

F_fconverting the wind resistance into a gradient coefficient, wherein the unit is a thousandth;

g is the total weight of the vehicle, and the unit is ton;

w is the wind area, and the unit is square meter;

v_cis the vehicle speed, with the unit of kilometers per hour;

v_fwind speed, in kilometers per hour;

alpha is an included angle between the resultant speed of the wind speed and the vehicle sliding direction, and the unit is degree;

beta is an included angle between the wind direction and the sliding direction, and the unit is degree;

C_x1，C_x0respectively the wind resistance coefficient.

The speed valve plate is used for judging the speed of a vehicle when the vehicle passes through the retarder, and when the vehicle passes through the retarder, the retarder works when the speed of the vehicle is higher than a preset critical speed; when the vehicle speed is less than the preset critical speed, the retarder only has little resistance work.

And adjusting the critical speed of the working of the retarder by adjusting the opening of the speed valve plate and/or replacing a supporting spring of the speed valve plate.

Wherein, the retarder is installed behind the loading point.

The speed reducing jacks are uniformly arranged on the steel rails on the two sides except for fishplate joints at the two ends of the steel rail, and 1 pair of speed reducing jacks are arranged among each sleeper in the top distribution area; or 2 pairs of speed reducers are arranged in a sleeper space, and the center distance between the front speed reducer and the rear speed reducer is not less than 28 cm.

According to the technical scheme, the retarder is arranged on the large-gradient loading line to assist train braking, so that the gradient of the loading line is closer to the gradient of a relief line, construction of a overpass loading loop line is facilitated, and construction cost of the railway loading line for rapid quantitative loading is effectively reduced; meanwhile, the loading line can be arranged on a larger slope, so that the station site selection of the loading station has wider adaptability; further, the application range of the retarder in the loading station can be expanded.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below. It is to be understood that the drawings in the following description are merely exemplary of the invention and that other embodiments and drawings may be devised by those skilled in the art based on the exemplary embodiments shown in the drawings.

Fig. 1 is a schematic flow chart of a braking method based on a railway loading line in an embodiment of the invention.

Detailed Description

The technical solutions of the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings, and it is to be understood that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

In the existing railway loading line, for the loading loop line adopting the overpass, in order to avoid unbalance loading in the coal loading process and realize quantitative loading, a loading point line is designed to be a straight line segment, and the length of the straight line segment is generally 100-200 m; further, when the loading point is arranged in the middle of the loading line, the line length l before or after the loading point_fbIt should satisfy:

l_fb≥l_bz+l_jc+l_s

in the formula,

l_bzis the consist length of the train;

l_jcis the length of the locomotive;

l_sfor a safe distance, in general,/_s≧ 20m, for example, l may be taken_s=30m。

The existing loading based on a loading line only brakes according to the braking force provided by a locomotive, and if a train needs to run at a low constant speed of less than 2km/h, the theoretical maximum downward gradient of the corresponding loading line is not more than 1.5 per thousand. Therefore, in order to realize quantitative loading, the braking performance of the existing locomotive determines that the loading line can only be designed to be a ramp not greater than 1.5 permillage, so that the railway loading line required by loading is longer, the civil engineering investment is high, and the construction cost is high.

The retarder is widely applied to a tippler circuit of a power plant and a steel plant. In order to avoid that the speed per hour of a vehicle entering a tipper line is higher than the allowable entering speed of the tipper, the parking device is damaged by collision, and the vehicle crosses a parking position, so that normal unloading operation cannot be carried out, a certain number of low constant-speed retarder with the critical speed of 1-2 km/h are arranged on the tipper line, so that the speed of the locomotive entering the tipper line is reduced to the allowable entering speed of the tipper, and the requirement of parking is met.

In order to meet the train braking requirement of low-constant-speed loading, the potential energy (downward sliding force) generated by the train on a large slope is counteracted. In the embodiment of the invention, the retarder is arranged on the large slope section before and after the loading point to assist the train braking, so that the low-speed and uniform-speed dynamic loading of the train is ensured. Therefore, the design gradient of the loading line can be increased, the length of the loading line is shortened, and the civil engineering investment is reduced.

In the embodiment of the invention, the retarder for assisting the train to brake is additionally arranged on the high-gradient interchange loading line, namely, the retarder applied to the tipper line is applied to the high-gradient loading line, so that the problems that the braking force is extremely small in the low-speed running state of the train, and the requirement of braking on the high-gradient loading line to keep the train running at a constant speed is difficult to meet are solved. That is to say, the retarder is arranged on the steel rail of the loading line, so that extra braking force can be provided for the train, and the loading line can assist the train to load at a constant speed under the condition of adopting a larger gradient (for example, less than or equal to 8 permillage), so that the problems of long extension line of the loading line and large engineering investment can be solved, and the construction period can be effectively saved; further, the application range of the speed regulating equipment is expanded.

Fig. 1 is a schematic flow chart of a braking method based on a railway loading line in an embodiment of the invention. Referring to fig. 1, the process includes:

step 101, acquiring the curve radius of a loading line of a top distribution area provided with a retarder on the loading line according to uniform rim abrasion of a heavy haul railway and an anti-overturning safety coefficient;

in this step, the loading line is an annular loading line, and certainly, in practical application, the loading line can also be a transverse loading line or a longitudinal loading line. If a horizontal loading line or a longitudinal loading line is adopted, the step is not required to be executed.

The curve radius of the loading line cannot be smaller than the minimum curve radius of the loading line, and the minimum curve radius of the loading line can be determined by integrating the characteristics of even abrasion of the wheel rim of the heavy-duty railway line, the anti-overturning safety coefficient, the terrain condition and the technical-economic ratio. In the embodiment of the invention, the minimum curve radius of the loading line is calculated by combining the uniform abrasion of the wheel rim of the heavy-duty railway line and the anti-overturning safety coefficient.

(1) Ensure the even abrasion of the wheel rim of the heavy haul railway (uniform grinding)

The minimum curve radius of the loading line meeting the uniform grinding condition is in accordance with the following inequality.

$R_{\mathrm{sj}}\≥11.8\frac{V_{\max }^2-V_h^2}{h_{\mathrm{qv}}+h_{\mathrm{gy}}}=R_{\mathrm{sj}}^{\′}$

In the formula,

R′_sjthe minimum curve radius of the loading line for meeting the uniform grinding condition is the comfortable and uniform grinding radius, which is called the uniform grinding radius for short and the unit is m;

R_sjthe radius of the curve of the loading line is the radius meeting the condition of uniform grinding;

V_hdesigning a rated speed for the locomotive, wherein the unit is km/h, and the rated speed comprises the following steps: 90km/h, 80km/h, 70km/h, 60km/h and 45 km/h;

V_maxdesigning a maximum speed for the locomotive;

h_qvthe allowable under-ultrahigh value is in mm; generally 70mm is taken, and the maximum is not more than 90 mm.

h_gyTo allow for excessive excesses, the units are mm. Generally 30mm, the maximum is not more than 50 mm.

For example, considering that a loading line does not pass through a passenger locomotive, the lateral passing speed adopts a rated speed of 45km/h, the maximum speed corresponding to the train design is 68km/h, the underrun value is allowed to adopt 70mm, and the overhigh value is allowed to adopt 30 mm. Accelerating to 45km/h after ten thousand tons of trains are loaded, and calculating to obtain the minimum curve radius of 295m of the loading line through the top distribution area on the loading line.

(2) Guarantee the safety coefficient of anti-overturning

The minimum curve radius of the loading line meeting the anti-overturning safety factor condition accords with the following inequality.

$R_e\≥\frac{{11.8V}^2}{h+\frac{S^2}{2\mathrm{na}}-h_f{-h}_z}=R_e^{\′}$

In the formula,

R′_ethe minimum curve radius (m) of the loading line for meeting the anti-overturning safety coefficient;

R_ethe radius (m) of a curve of the loading line for meeting the anti-overturning safety coefficient;

n is an anti-overturning safety coefficient, and n =3 is taken;

v is the driving speed (km/h) of the locomotive;

h is curve superelevation (mm);

s is the distance (mm) between the central lines of the inner and outer strands of steel rails, and is 1500 mm;

a is the vehicle center of gravity height (mm);

h_fis wind equivalent super high (mm);

h_zthe vehicle transverse vibration equivalent is super-high (mm).

For example, consider a vehicle that is accelerated to 45km/h after loading, through a heavy section (roof distribution area), with a vehicle center of gravity height a of 2500mm after loading, a curve height h of 20mm, and a wind force equivalent height h_fAdopts 30mm, and the vehicle transverse vibration equivalent is ultrahigh h_zThe minimum curve radius of the loading line meeting the anti-overturning safety coefficient is calculated according to the formula and is obtained by adopting 35mmIs 281 m.

By combining the analysis, the minimum curve radius of the loading line is 295m and the whole is 300m on the premise of ensuring the uniform abrasion of the wheel rim of the heavy haul railway line and the anti-overturning safety coefficient.

In practical application, considering that a shunting operation needs to be performed on part of the loading lines, the minimum curve radius of the loading line in the topping area can be properly increased for the loading line with the shunting operation, and for example, the minimum curve radius of the loading line in the topping area can be designed to be not less than 350 m.

102, pre-distributing the gradient of each section of line on the loading line, and calculating and determining the number of the deceleration tops required by each section of line according to a preset formula;

in the step, the length of the loading line is designed according to the terrain and the position of the loading station and the practical application requirement, and the gradient and the length of each section of line on the loading line are distributed.

In the embodiment of the invention, for the situation that the gradient of the line is greater than 1.5 per mill, the arrangement of the retarder is considered to assist braking, so that the train is controlled by the retarder after entering the downhill.

The number of the retarder is mainly considered to offset various resistance factors such as the sliding force, and the like, in the embodiment of the invention, theoretical analysis and a large amount of practical experimental data are combined for statistical analysis, and the calculation formula of the number of the retarder is as follows:

$N_i=2.75x\frac{(p_i-\mathrm{\ξ}){\mathrm{QL}}_i}{E}{x10}^{-4}$

in the formula,

N_ithe number of the retarder (table) arranged for the ith section of the line;

p_ithe combined slope factor ([ mu ]) of the i-th line, e.g., 3 [ mu ] m, p_i=3；

ξ is the vehicle base drag coefficient, typically ξ = 0.6; in practical application, for loading on a loading line, because of low constant speed (0.8-1.2 km/h), the basic resistance coefficient of a vehicle can be lower, and the calculation of an experimental result is carried out, in the embodiment of the invention, the basic resistance coefficient of the vehicle can be: 3N/kN.

Q is the self weight and the load of the vehicle, and 100t (ton) is taken as the unit of ton according to the calculation of a C80 vehicle;

L_ithe length (m) of the slope section of the ith line;

and E is the retarder braking work with the unit of (t m) and is determined by corresponding parameters after assembly. In the present embodiment, E is determined to be 650 joules.

Further, the train is subjected to a curve resistance and a wind resistance in addition to a basic resistance during running, which will be described separately below.

(ii) resistance of curve

In the embodiment of the invention, the curve resistance is converted into a curve resistance reduced gradient coefficient, and the calculation formula of the curve resistance reduced gradient coefficient is as follows:

$Q_{\mathrm{fi}}=\frac{458}{R_i}$

in the formula,

Q_fithe curve resistance of the ith section of line is converted into a gradient coefficient (‰);

R_iis the curve radius (meter) of the ith segment of the line.

In the embodiment of the invention, when the ith section of line is in a downhill, the curve resistance reduced gradient coefficient takes negative as "-"; when the ith section of line is an uphill, the curve resistance reduced gradient coefficient is plus.

Wind resistance 2

In embodiments of the invention, wind resistance may be considered only under difficult conditions. Converting the wind resistance into wind resistance and converting the wind resistance into a gradient coefficient, wherein the wind resistance in the windward direction is "+"; the downwind wind resistance is "-". The wind resistance conversion gradient coefficient calculation formula is as follows:

$F_f=\frac{0.063w\frac{C_{x1}}{C_{x0}}}{{G\cos }^2\mathrm{\α}}{(v_c+v_f\cos \mathrm{\β})}^2$

in the formula,

F_fthe wind resistance is converted into gradient coefficient (mill);

g is the vehicle weight (23 tons);

w is the area of wind, each carriage behind the first carriage is calculated according to 20%, and for the first carriage, w =7.1m²；

v_cIs the vehicle speed;

v_fis the wind speed;

alpha is an included angle (DEG) between the synthesized speed of the wind speed and the vehicle sliding direction;

beta is an included angle (DEG) between the wind direction and the vehicle sliding direction;

C_x1，C_x0respectively the wind resistance coefficient. The ratio is as follows:

thus, considering the action of curve resistance and wind resistance, the calculation formula of the number of the retarder is as follows:

$N_i=2.75x\frac{(p_i-\mathrm{\ξ}-Q_{\mathrm{fi}}-F_f){\mathrm{QL}}_i}{E}{x10}^{-4}$

and 103, building a loading line according to the obtained curve radius of the loading line and the gradient of each distributed section of line, and continuously installing the retarder on the inner side of the steel rail of the built loading line arrangement area so as to brake the train entering the loading line arrangement area.

In the step, in order to solve the technical problem that the train cannot be effectively braked on a large-gradient loading line, speed regulating equipment (retarder) applied to a marshalling station is used on the loading line, and low-speed and constant-speed loading and jointing are realized by using the downward sliding force generated by the dead weight and the load of the train consumed by the speed regulating equipment.

In the embodiment of the invention, the retarder is continuously arranged at the inner side of the steel rail of the top distribution area on the loading line, and in the top distribution area, if the speed of the train is higher than the preset critical speed, the retarder works and can provide continuous resistance for the train entering the top distribution area of the loading line so as to brake the train, so that the wheels of the train are subjected to continuous and stable resistance, the potential energy generated by a locomotive and a heavy vehicle on a large slope can be counteracted, and the abrasion of the wheels due to extrusion is not generated.

A speed valve plate is arranged in the retarder and used for judging the speed of the train when the train passes through the retarder, and when the speed of the train is higher than the preset critical speed, the retarder works; when the train speed is less than the preset critical speed, the retarder only has little resistance work. The critical speed of the retarder can be adjusted by adjusting the opening of the speed valve plate and/or replacing the supporting spring of the speed valve plate.

In the embodiment of the invention, the braking process of the retarder on the train is a process that the train presses down a hydraulic oil cylinder arranged in the retarder. Because the stroke of the hydraulic oil cylinder in the retarder is limited, the braking time is short, and the problem that the braking force of the retarder is lost due to long-time braking can not occur.

The retarder converts hydraulic resistance into braking force through the extension and contraction of the hydraulic oil cylinder to brake the train, and consumed energy is converted into heat energy without depending on external energy, so that continuous energy supply is not needed, and the retarder is suitable for being used in a long-time low-speed state of the train.

Preferably, in order to exert the maximum function of the retarder's work, it is most advantageous to mount the retarder behind the loading point (the trains passing through the retarder are all heavy).

In practical application, because the tail of the large-gradient section is a turnout area, a retarder is not suitable to be arranged and cannot be arranged without limitation under the influence of a line sleeper, and the general principle is as follows: the retarder is uniformly arranged on the steel rails on the two sides, but the arrangement at the fishplate joints at the two ends of the steel rails is not suitable.

Preferably, 1 pair of speed reducing jacks are arranged among each sleeper in the cloth top area. Of course, in practical application, the retarder mode of distributed and dense arrangement can be adopted, and the longitudinal slope of the loading line is increased properly. If 2 pairs of speed reducers are arranged in one sleeper space, the central distance between the front speed reducer and the rear speed reducer is not less than 28 cm. Of course, in practical application, the maximum gradient, the length and the number of the retarder which can be adapted to the loading line can be calculated according to the maximum gradient, the length and the number.

The specific structure of the retarder, the installation of the retarder in the retarder distribution area and the setting of the distance of the retarder from the rail surface to form the brake are well known technologies, and the detailed description is omitted here.

The railway line-based braking method of the present invention will be described in detail below with reference to several embodiments.

Example one

Table 1 is a schematic diagram of a longitudinal section of a loading line along a loading forward direction and a retarder arranged in a top layout area of the loading line according to an embodiment of the present invention.

TABLE 1

In table 1, in the column of the vertical section gradient (‰), "0" indicates a flat slope, "-" indicates a downward slope, and the others are upward slopes. The loading line is divided into five sections along the advancing direction of loading, namely a first section of loading line, a second section of loading line, a third section of loading line, a fourth section of loading line and a fifth section of loading line. Wherein,

the length of the longitudinal section of the first section of the loading line is 550m, the gradient of the longitudinal section is 7 per mill, and the first section of the loading line is downhill without a retarder;

the length of the vertical section of the second section of the loading line is 550m, the gradient of the vertical section is 4.8 per mill, and a retarder is arranged at the position of 430m along the advancing direction of loading;

the vertical section length of third loading section loading line is 250m, the vertical section slope is 0, and third loading section loading line is the horizontal road promptly, includes: the loading line comprises a first horizontal section, a second horizontal section, a third horizontal section, a fourth horizontal section and a fifth horizontal section, wherein the length of the first horizontal section is 50m, a retarder is arranged in the first horizontal section, and the number of the retarders arranged in the first horizontal section and the second loading line is 514; the second horizontal section is a loading point and is 30m long; the third horizontal section is 40m long, and the number of the set retarder is 60; the fourth horizontal section is 60m long and is a rail weighbridge; the length of the fifth horizontal section is 70m, and a retarder is arranged in the fifth horizontal section;

the length of the longitudinal section of the fourth section of loading line is 450m, the gradient of the longitudinal section is 10 per thousand, a downhill slope is formed, a retarder is arranged at a position 0 m-360 m along the advancing direction of loading, and the number of the retarder arranged in the fifth horizontal section and the fourth section of loading line is 1338;

the length of the vertical section of the fifth section of loading line is 1860m, the gradient of the vertical section is 0, and no retarder is arranged.

In the embodiment of the invention, the braking calculation is carried out according to the resistance work of the retarder. Thus, under the conditions that the total length of the longitudinal section of the loading line is 3660m, the gradient of the longitudinal section is respectively 7 per thousand downhill, 4.8 per thousand downhill, 0, 10 per thousand downhill and 0, the total number of the set retarder is 1912, and a roof distribution area is arranged on the second section of the loading line to the fourth section of the loading line. Preferably, the number of the spare retarder is 100, the total number of the 2012 retarders is calculated, the maintenance cost of the retarder per year is about 10 ten thousand yuan, and the maintenance cost is converted into 184 ten thousand yuan according to the conversion rate of 3% in 25 years; the project investment of assembling the retarder is 547 ten thousand yuan, and the construction period is one month. Therefore, the length of the loading line can be effectively reduced by lifting the gradient of the loading line and configuring the retarder relative to the line spreading of the loading line, so that the construction amount and the construction cost of the loading line are greatly reduced.

Certainly, in practical application, the first embodiment can be reconstructed according to actual needs and terrain, the longitudinal section from the heavy vehicle to the departure line is adjusted from a flat slope to an upward slope facing the main track of the railway with the large mileage of 1 per mill, and the track balance is cancelled; shortening the 250m flat slope (the third section of loading line) in front of and behind the loading point to 110 m; 4.8 per mill of downhill slope (second section of loading line) before the loading point is changed into 5.7 per mill of downhill slope, the downhill slope (fourth section of loading line) with the gradient of 10 per mill and the slope length of 450m after the loading point is adjusted to 4 per mill of downhill slope with the slope length of 600m, and the slope and the length of the 1860 flat slope are adjusted adaptively.

The gradient and length of the longitudinal section of each section of the loading line after adjustment are shown in the table 2.

TABLE 2

Longitudinal section gradient (‰)	-7	-5.7	0	-4	-1	0
							Length of longitudinal section	550	550	110	600	1605	265

In table 2, in the column of the vertical section gradient (‰), "0" indicates a flat slope, "-" indicates a downward slope, and the others are upward slopes. The total length of the loading line is 3680m, the total length is increased by 20m relative to the total length of the loading line in the table 1, the number of the speed reducers and the positions of the top distributing areas are adaptively adjusted, and detailed description is omitted.

Example two

In the embodiment of the invention, when the overpass relief requirements of the same loading line are the same, the construction processes with different gradients and line lengths and different construction processes can be adopted, and the engineering cost is greatly changed. The detailed description is further given by taking the case that the loading line and the railway main line need to be crossed and untwined, and the loading line respectively adopts the existing 1 per mill gradient scheme and the 10 per mill gradient scheme of the embodiment of the invention.

The existing 1 per mill gradient scheme

The method is characterized in that a 10-thousandth ascending slope is adopted to cross a railway main track before a loading point, the loading point is 300m long, a 1700-m long 1 thousandth descending slope is adopted after the loading point, then the descending slope is connected to a departure track at a 10 thousandth slope, and a retarder is not arranged on the loading line.

The gradient of the longitudinal section of each section of the loading line and the length of the longitudinal section are shown in table 3.

TABLE 3

Longitudinal section gradient (‰)	1	10	0	-1	-10	-1
							Length of longitudinal section	700	990	300	1700	820	700

In table 3, in the column of the vertical section gradient (‰), "0" indicates a flat slope, "-" indicates a downward slope, and the others are upward slopes. Total length of loading line5210m, 5.21km of paving rails and 83.26 × 10 of filling⁴m³Side slope protection 4.81 × 10⁴m³And the land utilization rate is 1237 mu, and the project investment is 13966 ten thousand yuan.

Scheme of 10 per mill gradient

The method is characterized in that 10 thousandth of uphill is adopted to cross a railway main track before a loading point, the loading point is 300m long, and 10 thousandth of downhill is adopted to reduce the elevation of a track after the loading point. In order to offset potential energy generated by heavy vehicle during loading to realize low and uniform loading, a retarder is arranged on a large slope section behind a loading point.

The gradient of the longitudinal section of each section of the loading line, the length of the longitudinal section, and the positions and the number of the arranged retarder are shown in the table 4.

TABLE 4

In table 4, in the column of the vertical section gradient (‰), "0" represents a flat slope, "-" represents a downhill slope, and the others are uphill slopes, the total track length is 3680m, and the fill is 28.99 × 10⁴m³Slope protection 1.87 × 10⁴m³The number of retarder (including standby retarder) 5565 is set up according to 954 mu of land, and the total project investment is 8243 ten thousand yuan. Thus, by arranging the retarder on the 10 per mill gradient scheme of the embodiment of the invention, compared with the existing 1 per mill gradient scheme, the line can be shortened by 1.53km, the engineering investment is saved by 5723 ten thousand yuan, the engineering investment is reduced by 41%, and the effect is obvious.

EXAMPLE III

In the embodiment of the invention, the topographic conditions are considered, the interchange between the loading line and the main railway line is adopted for untwining, and the loading line adopts the existing 1 per mill gradient scheme and the 11 per mill gradient scheme of the embodiment of the invention as examples for explanation.

Scheme for setting heavy vehicle at 1% gradient

The loading point is arranged on a 250m flat slope section in the middle of the loading line, 1 thousandth of ascending slope and 1 thousandth of descending slope are respectively adopted before and after the loading point, and a retarder is not arranged on the loading line.

The gradient of the longitudinal section of each section of the loading line and the length of the longitudinal section are shown in table 5.

TABLE 5

Longitudinal section gradient (‰)	1	0	-1
				Length of longitudinal section	1670	250	1678.91

In table 5, in the column of the vertical section gradient (‰), "0" indicates a flat slope, "-" indicates a downward slope, and the others are upward slopes. The length of a loading line of the scheme is 3598.91m, lines are all located in a excavation section, the maximum excavation depth is 28m, the average excavation depth is 17m, the excavation is mostly below the underground water level, 3.7km drainage blind ditches need to be respectively arranged on two sides of a roadbed, and the difference between the rail surface elevation at the loading point and the industrial square elevation is about 19 m. 166.62 ten thousand squares are dug, 2.7 ten thousand squares are filled, 4.35 ten thousand squares of side slope protection grout rubbles are filled, and the investment of civil engineering is 9707 ten thousand yuan.

Scheme for setting heavy vehicle at 11% gradient

The loading point is arranged on a 250m flat slope section in the middle of the loading line, and an ascending slope and a descending slope of 11 per mill and 10 per mill are respectively adopted before and after the loading point. The loading line adopts a large gradient to adapt to terrain conditions, and the heavy train section is additionally provided with an anti-drop device, namely a retarder, so as to assist train braking and realize low and uniform dynamic loading.

The gradient of the longitudinal section of each section of the loading line, the length of the longitudinal section, and the positions and the number of the arranged retarder are shown in the table 6.

TABLE 6

Longitudinal section gradient (‰)	1	11	10	0	-10	-11	-1
								Length of longitudinal section	40	1210	400	250	400	1210	58.9
Distance to start setting retarder				140	0	42
								Ending the distance of setting the retarder				250	400	1210
Number of set deceleration tops				334	1216	3551

In table 6, in the column of the vertical section gradient (‰), "0" indicates a flat slope, "-" indicates a downward slope, and the others are upward slopes. The length of the loading line is 3568.9m, the line of the scheme is in a low filling shallow digging section, the maximum filling digging depth is 4.0m, no special roadbed protection project is needed, the difference of the rail surface elevation at the loading point relative to the industrial square elevation is small, and the coal conveying gallery is convenient to arrange. According to the scheme, the excavation is carried out for 14.01 ten thousand squares, the filling is carried out for 6.2 ten thousand squares, the side slope protection mortar rubble is carried out for 1.4 ten thousand squares, the civil engineering investment is 5547.29 ten thousand yuan, 5101 deceleration jacks are needed, the investment is 892.68 ten thousand yuan, compared with a 1 per thousand gradient scheme, the engineering investment is saved by 3567 thousand yuan, and the engineering investment is reduced by 36.7%.

Example four

In this embodiment, the number and arrangement scheme of the retarders arranged on the loading line under different conditions are described.

(1) Retarder number calculation

The speed reducer can meet the requirements when the loading line is arranged on the most difficult condition, and the requirements of low-speed and uniform-speed loading can be met under other conditions.

Taking the most difficult situation of the station as an example that the heavy vehicle runs at a gradient of 10 per thousand of 450m, the weight of one actual locomotive is about 150 tons, the length of two actual locomotives is 300 tons, the length of the heavy vehicle is 600 meters, the length of an empty vehicle is 660 meters, the number of empty vehicles is 55, and the number of the heavy vehicles is 50. The total length of the whole train is 1260 meters, and the length and the gradient of each section of the designed loading line are shown in a table 7.

TABLE 7

Longitudinal section gradient (‰)	-7	-4.8	0	-10
					Length of longitudinal section	550	550	250	450

In table 7, in the column of the vertical section gradient (‰), "0" indicates a flat slope, "-" indicates a downward slope, and the others are upward slopes.

In the embodiment of the invention, for convenient calculation, the curve resistance and the wind resistance can be converted into the synthetic gradient.

Curve resistance:

the radius of the curve of the line before loading is designed to be 350m, and according to the formula:

$Q_{\mathrm{fi}}=\frac{458}{R_i}$

the calculated curve resistance reduced gradient coefficient is 1.3 per mill;

the radius of the curve of the line after loading is designed to be 600 meters, and the obtained curve resistance reduced gradient coefficient is 0.76 per thousand according to a curve resistance reduced gradient coefficient calculation formula.

Wind resistance:

in the most difficult case, the whole train is substantially downwind (in winter, although the wind speed is high, the wind direction is upwind, which is favorable for speed reduction).

According to meteorological data, the wind speed in summer is 3.1m/s, the wind direction is south wind, the wind area is calculated according to C70 parameters, and the first area is 7.10m²And the other vehicles are 20 percent of the wind area of the first vehicle, the wind included angle is about 40 degrees, and the calculation formula is as follows according to the wind resistance conversion gradient coefficient:

$F_f=\frac{0.063w\frac{C_{x1}}{C_{x0}}}{{G\cos }^2\mathrm{\α}}{(v_c+v_f\cos \mathrm{\β})}^2$

the calculated wind resistance reduced gradient coefficient is 0.25 per mill.

After the curve resistance conversion gradient coefficient of the first step and the wind resistance conversion gradient coefficient of the second step are synthesized, a formula is calculated according to a retarder:

$N_i=2.75x\frac{(p_i-\mathrm{\ξ}){\mathrm{QL}}_i}{E}{x10}^{-4}$

the calculated number of the retarder required by each section of loading line on the loading line is shown in a table 8.

TABLE 8

(2) Retarder mounting position and arrangement scheme

The retarder is arranged according to the following principle: the end of the 10 per mill slope section is a turnout area, and a retarder is not suitable to be arranged; the speed reducers are uniformly arranged on the steel rails on the two sides, but the speed reducers are not suitable to be arranged at the fishplate joints at the two ends of the steel rails; if two pairs of speed reducing jacks are arranged in one sleeper space, the central distance between the front speed reducing jack and the rear speed reducing jack is more than 28 cm.

Therefore, through field measurement, 1398 (1338 + 60) vehicles can be installed behind the loading point, 514 vehicles need to be installed in front of the loading point, and the retarder of each loading line obtained through calculation of the table 8 is adjusted to obtain the position and the number of the retarder which is actually required to be configured on each loading line.

The final retarder mounting arrangement on the loading line is shown in table 9.

TABLE 9

In table 9, in the column of the vertical section gradient (‰), "0" indicates a flat slope, "-" indicates a downward slope, and the others are upward slopes.

EXAMPLE five

The embodiment provides a calculation table of the total resistance of ten thousand tons of empty vehicles in the running direction of the train. Under the condition of not considering the dynamic braking of the locomotive, when the single-machine small brake is adopted for braking, the basic resistance of 100kPa ten thousand-ton empty vehicles is 4.509, namely the adaptable maximum downward gradient is 4.5 per thousand.

Watch 10

Serial number	Item	Status of state
			1	Basic resistance (N/kN)	3.0‰
2	Conversion unit small brake force (N/kN) at 100kPa	1.509‰
			3	Total resistance at 100kPa (N/kN)	4.509‰

In the embodiment of the invention, different train marshalling forms exist on the premise that the traction quality and the track laying standard are fixed, and the maximum gradient which can be adapted by a heavy vehicle is different after the retarder is installed. Aiming at the condition that the arrangement scheme of the retarder is relatively fixed in a certain range, the gradient of the loading line, which can be adapted by 5000t trains and 10000t trains, of various types is shown in a table 11 after the retarder is installed on the loading line through calculation of a retarder installation simulation model. In the table, the cloth tops indicate the number of the arranged retarder tops, and the gradient is in units of per mill.

TABLE 11

In table 11, the slope is all downhill. As can be seen from table 11, the load line grade is affected by the vehicle consist style and track criteria. Under the conditions of certain retarder power, certain track and top distribution scheme standard and certain train traction quality, the maximum longitudinal gradient of the loading line is in inverse proportion to the train length.

EXAMPLE six

This embodiment is used to verify railway line-of-loading based braking.

And (4) measuring whether the speed of the vehicle in the top distribution section of the retarder can be kept at a constant speed or not through a vehicle sliding test. If the speed is not increased, the speed reducer can ensure the speed control of the loading line. The specific test steps are as follows:

firstly, a loading line with the gradient of 6 per mill is selected.

Secondly, selecting heavy vehicles, and detecting the total weight of the heavy vehicles through a rail weighbridge.

And thirdly, a retarder is arranged on the loading line.

And fourthly, using the locomotive to slide a single heavy vehicle, and measuring the inlet speed and the outlet speed of the single heavy vehicle.

Dismantling the retarder.

Sixthly, measuring the height difference between the heavy vehicle inlet and the heavy vehicle outlet.

And measuring the inlet speed and the outlet speed of the single heavy vehicle by using the locomotive to slide the single heavy vehicle.

The speed measuring method comprises the following steps:

measuring the distance of 5 meters before the entrance of the retarder, measuring the distance of 5 meters after the exit of the retarder, and measuring the running time of the vehicle by using a stopwatch when the front axle of the vehicle passes through the distance of 5 meters before the retarder; when the rear axle of the vehicle passes through the retarder by a distance of 5 meters, the running time of the vehicle is measured by using a stopwatch. The vehicle entrance or exit velocity can be calculated.

The measurement shows that the vehicle sliding speed is below 2 km/h.

In practical application, the weight of the locomotive accounts for a small proportion, and the braking force of the locomotive is small, so that in a test, the braking capability of the locomotive is not calculated, and the retarder can keep the speed of the vehicle not increasing, so that the speed of the whole train is not increased.

A retarder is arranged on a loading line; and using the locomotive to slide a single heavy vehicle, and measuring the inlet speed and the outlet speed of the single heavy vehicle specifically comprises the following steps:

the gradient of the loading line is 6 per mill, 72 speed reducing jacks are installed, a locomotive pushes a full-load heavy vehicle (84 tons) at a certain speed to enter a cloth jack area provided with the speed reducing jacks, and the speeds of the inlet and the outlet of the vehicle are measured and compared. The test is carried out for 5 times, wherein the second and third times of vehicles stop in the cloth top area, and the fifth time is the operation condition of dismantling the retarder. Table 12 is an experimental speed statistical table.

TABLE 12

Number of experiments	Entry velocity (m/s)	Exit velocity (m/s)	Remarks for note
				For the first time	1.95	1.50
For the second time	1.40	--	Stop in the cloth top area
				The third time	1.14	--	Stop in the cloth top area
Fourth time	2.00	1.46
				Fifth time	2.03	2.19	Without installing retarder

As can be seen from the table 12, the retardations are continuously installed in groups on the steep slope line where the heavy vehicle is located after the loading point, and can be used as external force to consume the potential energy of the train, so that the deceleration to a certain extent is realized, the purpose of auxiliary braking is achieved, and the loading operation safety is ensured.

In the embodiment of the invention, as the plurality of speed reducers are arranged on the loading line, the proportion of the braking force generated by a single speed reducer in the total braking force is extremely small. Thus, even after the single retarder braking capability is lost, the braking effect on the train is very small.

Therefore, the braking method based on the railway loading line provided by the embodiment of the invention is used for assisting the train braking by installing the retarder on the large-gradient loading line, so that the gradient of the loading line is closer to the gradient of the untwining line, and the construction of the overpass loading loop line is facilitated; meanwhile, the loading line can be arranged on a larger slope, so that the station site selection of the loading station has wider adaptability; furthermore, the device can be installed on the existing loading line, is convenient and fast to install, has a short construction period, and has small interference on the operation of the existing loading line; moreover, the application range of the retarder at the loading station can be expanded, and the loading operation efficiency is effectively improved. Specifically, the method has the following beneficial technical effects:

1. the overpass loading line is provided with a large gradient and a certain number of speed reducers, so that the length of the annular loading line can be shortened, the civil engineering investment and the operating cost after the line is opened are saved, 30 to 50 percent of civil engineering cost can be saved compared with the overpass loading line designed according to the requirements of the prior art, and the railway operating cost is effectively reduced.

2. The speed reducer can be additionally provided with a certain number of speed reducers according to the gradient condition of the railway main track on the existing railway main track, so that the existing railway main track can be transformed into a loading track, and constant-speed quantitative loading can be realized.

3. Building the loading station in the place that the topography is complicated, can set up the loading line after installing the retarder additional on great slope, make the loading line adapt to the topography better, solved the poor problem of loading line vertical section degree adaptability.

4. The retarder is arranged on the large-gradient loading line, so that the deceleration equipment used on the station shunting line has a new application place, and a new field is provided for the development of the station equipment.

5. The retarder can be installed in the available operation skylight, the construction is convenient and fast, the period is shortened, and the interference to the operation is small.

It will be apparent to those skilled in the art that various changes and modifications may be made in the present invention without departing from the spirit and scope of the invention. Thus, if such modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention also encompasses these modifications and variations.

Claims (5)

1. A braking method based on a railway loading line is characterized by comprising the following steps:

according to the uniform abrasion of the wheel rim of the heavy haul railway line and the anti-overturning safety coefficient, acquiring the curve radius of a loading line of a top distribution area provided with a retarder on the loading line;

the method comprises the steps of pre-distributing the gradient of each section of line on a loading line, and calculating and determining the number of deceleration tops required by each section of line according to a preset formula according to the gradient distribution condition of each section of line;

building a loading line according to the obtained curve radius of the loading line and the gradient of each distributed section of line, and continuously installing a retarder on the inner side of a steel rail of the built loading line wiring top area so as to brake vehicles entering the loading line wiring top area;

the speed valve plate is arranged in the retarder and used for judging the speed of a vehicle when the vehicle passes through the retarder, and when the vehicle passes through the retarder, the retarder works when the speed of the vehicle is higher than a preset critical speed; when the vehicle speed is lower than the preset critical speed, the retarder only has little resistance work;

adjusting the critical speed of the working of the retarder by adjusting the opening of the speed valve plate and/or replacing a supporting spring of the speed valve plate;

the speed reducing jacks are uniformly arranged on the steel rails on the two sides except for fishplate joints at the two ends of the steel rail, and 1 pair of speed reducing jacks are arranged among each sleeper in the top distribution area; or 2 pairs of speed reducers are arranged in a sleeper space, and the central distance between the front speed reducer and the rear speed reducer is not less than 28 cm;

the calculation formula of the deceleration top number is as follows:

$N_i=2.75x\frac{(p_i-\mathrm{\ξ}){\mathrm{QL}}_i}{E}x{10}^{-4}$

in the formula,

N_ithe number of the retarder is set for the ith section of the line, and the unit is the platform;

p_ithe unit is a thousandth number of the synthetic gradient coefficient of the ith section of line;

xi is the basic resistance coefficient of the vehicle;

q is the dead weight and the load of the vehicle, and the unit is ton;

L_ithe length of the slope section of the ith section of line is meter;

e is the braking work of the retarder, and the unit is ton meter;

the loading point line of the loading line is a straight line segment of 100-200 meters;

according to the even and antidumping factor of safety of heavy haul railway line rim wearing and tearing, the loading line curve radius that acquires the cloth top district that sets up the retarder on the loading line includes:

according to the condition of uniform abrasion of the wheel rim of the heavy haul railway line, calculating the curve radius of the loading line meeting the condition of uniform abrasion of the top distribution area;

acquiring the radius of a curve of a loading line of the topping area meeting the anti-overturning safety coefficient according to the anti-overturning safety coefficient;

and selecting the larger of the curve radius of the loading line meeting the uniform grinding condition and the curve radius of the loading line meeting the anti-overturning safety coefficient as the curve radius of the loading line.

2. The method of claim 1, wherein the formula for calculating the radius of the curve of the loading line satisfying the condition of average abrasion is as follows:

$R_{sj}\≥11.8\frac{V_{max}^2-V_h^2}{h_{qv}+h_{gy}}$

in the formula,

R_sjthe radius of a curve of a loading line meeting the condition of uniform grinding is measured in meters;

V_hdesigning a rated speed for the locomotive, wherein the unit is kilometers per hour;

V_maxdesigning the highest speed for the locomotive, wherein the unit is kilometers per hour;

h_qvthe unit is millimeter to allow the value of underrun;

h_gyto allow for excessive excesses, units are in millimeters.

3. The method of claim 1, wherein the formula for calculating the radius of the curve of the loading line meeting the anti-overturning safety factor is as follows:

$R_e\≥\frac{11.8V^2}{h+\frac{S^2}{2na}-h_f-h_z}$

in the formula,

R_ethe unit is meter in order to meet the curve radius of the loading line of the anti-overturning safety coefficient;

n is the anti-overturning safety coefficient;

v is the driving speed of the locomotive, and the unit is kilometers per hour;

h is curve superelevation, and the unit is millimeter;

s is the distance between the central lines of the inner and outer strands of steel rails, and the unit is millimeter;

a is the height of the gravity center of the vehicle, and the unit is millimeter;

h_fthe equivalent weight of wind power is ultrahigh, and the unit is millimeter;

h_zthe unit is millimeter, which is the vehicle transverse vibration equivalent height.

4. A method according to any one of claims 1 to 3, wherein the crest calculation formula further considers a curve resistance reduced slope coefficient, the crest calculation formula being:

$N_i=2.75x\frac{(p_i-\mathrm{\ξ}-Q_{fi}){\mathrm{QL}}_i}{E}x{10}^{-4};$

the curve resistance reduced gradient coefficient calculation formula is as follows:

$Q_{fi}=\frac{458}{R_i}$

in the formula,

Q_ficonverting the curve resistance of the ith section of line into a gradient coefficient in units of thousands;

R_ithe curve radius of the ith section of line is in meters;

when the ith section of line is in a downhill, the curve resistance reduced gradient coefficient is negative; and when the ith section of line is an ascending slope, the curve resistance reduced gradient coefficient is positive.

5. The method of claim 4, wherein the crown calculation formula further considers a wind resistance reduced slope coefficient, the crown calculation formula being:

$N_i=2.75x\frac{(p_i-\mathrm{\ξ}-Q_{fi}-F_f){\mathrm{QL}}_i}{E}x{10}^{-4};$

the wind resistance conversion gradient coefficient calculation formula is as follows:

$F_f=\frac{0.063w\frac{C_{x1}}{C_{x0}}}{G{\cos }^2\mathrm{\α}}{(v_c+v_{f}cos\mathrm{\β})}^2$

in the formula,

F_fconverting the wind resistance into a gradient coefficient, wherein the unit is a thousandth;

g is the total weight of the vehicle, and the unit is ton;

w is the wind area, and the unit is square meter;

v_cis the vehicle speed, with the unit of kilometers per hour;

v_fwind speed, in kilometers per hour;

alpha is an included angle between the resultant speed of the wind speed and the vehicle sliding direction, and the unit is degree;

beta is an included angle between the wind direction and the sliding direction, and the unit is degree;

C_x1，C_x0respectively the wind resistance coefficient.