CN115421426A - Installation arrangement and cooperative control method for high-speed train flank lift force regulation and control device - Google Patents

Installation arrangement and cooperative control method for high-speed train flank lift force regulation and control device Download PDF

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CN115421426A
CN115421426A CN202211163764.3A CN202211163764A CN115421426A CN 115421426 A CN115421426 A CN 115421426A CN 202211163764 A CN202211163764 A CN 202211163764A CN 115421426 A CN115421426 A CN 115421426A
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flank
train
speed train
lift force
regulation
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CN115421426B (en
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王红
谢红太
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Lanzhou Jiaotong University
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Lanzhou Jiaotong University
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    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
    • G05B19/00—Programme-control systems
    • G05B19/02—Programme-control systems electric
    • G05B19/04—Programme control other than numerical control, i.e. in sequence controllers or logic controllers
    • G05B19/042—Programme control other than numerical control, i.e. in sequence controllers or logic controllers using digital processors
    • G05B19/0423—Input/output
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/02—Construction details of vehicle bodies reducing air resistance by modifying contour ; Constructional features for fast vehicles sustaining sudden variations of atmospheric pressure, e.g. when crossing in tunnels
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
    • G05B2219/00—Program-control systems
    • G05B2219/20—Pc systems
    • G05B2219/25—Pc structure of the system
    • G05B2219/25257—Microcontroller
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Mechanical Engineering (AREA)
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Abstract

The invention discloses a mounting arrangement and cooperative control method for a high-speed train wing lift force regulation and control device. The cooperative control system comprises two parts, namely a hardware system and a software system, wherein the hardware system mainly comprises train running vehicle-mounted information equipment and a flank lift force acquisition system, and the software system mainly comprises a data processing and visual analysis module and a multistage flank real-time intelligent regulation and control module. The method can effectively solve the problem that the existing high-speed train flank lift force regulation and control device is low in installation and layout applicability, intelligent regulation and control are achieved, and train running safety caused by complex wind environment is effectively dealt with.

Description

Installation arrangement and cooperative control method for high-speed train flank lift force regulation and control device
Technical Field
The invention relates to the field of rail transit equipment manufacturing and train aerodynamics, in particular to a mounting arrangement and cooperative control method for a high-speed train flank lift force regulation and control device.
Background
With the increase of the operation speed per hour, the wheel abrasion of the wheel rail train will be further increased, and in the process, the turning cycle and the service life of the wheel will be shortened. In order to reduce the life cycle cost of a train at a higher speed, a high-speed train concept with lifting wings is researched and provided, the aerodynamic appearance design concept of the traditional high-speed train is broken through, the respective advantages of the high-speed train and an aircraft are combined, and the overall energy saving and consumption reduction of the high-speed train are expected to be realized by increasing the aerodynamic lifting force of the train.
At the end of the 20 th century, the university of northeast of japan originally proposed a design concept of "pneumatic suspension train", and ground effect wings were arranged near the ground to increase lift by using the ground effect, thereby providing lift for the train. Simultaneously, the wing profiles used by the pneumatic suspension train are preliminarily designed and researched, the carrying economic efficiency of the wing profiles is considered to be higher than that of the magnetic suspension train and the high-speed civil aviation passenger plane, the experimental model of the pneumatic suspension train is manufactured, the concept design scheme of adding the lifting wing is provided, the simulated wings are arranged on the top and the bottom side surface of the train, and some selectable wing profiles are pointed out. The research shows that the design of the lift wing with good aerodynamic characteristics is the key of the lift wing train technology.
At present, around this goal, various design schemes are proposed, for example, the publication number is CN113602299B, the invention is named as a telescopic wing device for aerodynamic force control of a high-speed train, the high-speed train and a control method, the publication number is CN210133111U, the invention is named as a chinese patent of a flank lifting control mechanism of a high-speed rail transit train, and the publication numbers are CN202175052U and CN202175053U, but the overall view is not fully combined with the development practice of the high-speed train, and particularly shows that the aspects of the design scheme of the lifting wing structure, the installation and arrangement form, the control mode, the real-vehicle application and the like are basically in a blank state.
Based on the above, under the background of the great development of high-speed intelligent green railway equipment in China at the present stage, a high-speed train flank lift force regulating and controlling device which has the advantages of obvious lift increasing effect, small resistance coefficient, small pneumatic noise, small installation space, high applicability for the existing high-speed train and can intelligently regulate and control and effectively respond to complex wind environments is developed, and is one of the problems to be solved urgently for the existing high-speed train to run at an increased speed and develop the green railway equipment by saving energy and reducing consumption.
Disclosure of Invention
In order to overcome the following main technical problems and defects in the prior art:
(1) The technical blank in the aspects of structural design scheme, installation and arrangement form, control mode, practical vehicle application and the like of the high-speed train flank lift force regulation and control device is filled;
(2) The authorized bulletin number is CN210133111U, and the disclosed flank lifting control mechanism of the high-speed rail transit train flank lifting control mechanism is arranged at the bottom of a high-speed train and is only used for regulating and controlling unbalanced lifting force generated by a head train and a tail train in the running process, so that the effect is single, the integral lifting force of the train cannot be regulated and controlled, and the resistance reduction and the consumption reduction of the whole train cannot be effectively realized;
(3) The authorized notice number is CN210133111U, and the disclosed wing plate structure vertical projection is in a long and narrow strip shape which is arranged in bilateral symmetry, the whole lifting wing plate is narrow and has a single working mode, and the mechanism cannot effectively cope with complex wind environments and cross wind effects;
(4) The authorized bulletin number is CN210133111U, the disclosed high-speed rail transit train flank lifting control mechanism, CN113602299B and the disclosed high-speed train aerodynamic force regulation and control telescopic wing device are characterized in that the disclosed lifting wing structure is fixed in vertical position and cannot meet the running requirements of trains on different lifting force regulation and control in different speed grade running stages;
(5) The patent with the publication number of CN202175052U and CN202175053U adjusts the pitching angle of the wing type device according to different conditions through a high-speed train wing device, so that the effect of utilizing the energy of airflow to generate lift force or resistance is achieved, the purposes of reducing energy consumption and shortening braking distance are achieved, but the cross wind effect cannot be weakened;
(6) In the patent with publication number CN112498386B, a fish scale simulating device is designed to be installed on one side of a train body, and the angle of the device is adjusted according to the crosswind direction and the wind speed, so that the flow direction of the air flow is changed, and the purpose of weakening the crosswind effect is achieved. But can only prevent the cross wind action on one side of the train, and the device is arranged in the area on one side of the whole train body, which affects the original design of the train, such as windows, doors and the like, and is not easy to be used practically.
Aiming at the problems that the existing high-speed train is high in applicability and mature in installation and arrangement conditions, can be intelligently regulated and controlled, and can effectively meet the requirements of complex wind environment and adaptive lift force balance compensation, the requirements of overall energy consumption and life cycle cost reduction of the innovative high-speed train are developed. The invention provides a mounting arrangement and cooperative control method for a high-speed train side wing lift force regulation and control device.
In order to achieve the technical purpose, the invention adopts the following technical scheme:
a method for installing and arranging high-speed train flank lift force regulating and controlling devices is characterized in that high-speed trains are transversely arranged in pairs, the high-speed train flank lift force regulating and controlling devices symmetrically installed in the side walls of high-speed train bodies serve as layout objects, and under the premise that the running safety and resistance reduction and consumption reduction of the high-speed trains are met, the arrangement structure form, the arrangement scale and the installation position of the high-speed train flank lift force regulating and controlling devices are determined through a fluid mechanics simulation calculation and test method, and the specific method comprises the following steps:
1) Determining effective installation spaces on two sides of a vehicle body in the clearance of the high-speed train flank lift force regulating and controlling device according to railway and vehicle clearance conditions; determining an effective telescopic length range and an optimal working scale of the high-speed train flank lift force regulating and controlling device suitable for application of a train type and a driving line when the high-speed train flank lift force regulating and controlling device works in combination with the maximum telescopic space requirement of the high-speed train flank lift force regulating and controlling device during working;
2) The method comprises the steps that a fixed marshalling high-speed train with specific application is taken as a real train test object, a plurality of speed and pressure dynamic sensors are distributed and installed on the outer surface of a train body, a space stress three-dimensional model of the running high-speed train is constructed through information acquisition, analysis and processing programs, and meanwhile a finite element analysis model is established through interpolation simulation;
3) Selecting a longitudinal main calculation reference position point of the high-speed train:
31 Based on the step 2), extracting the velocity field distribution state within the range of 200mm of the periphery of the outer contour on the basis of the outer contour of the longitudinal symmetrical plane of the high-speed train by taking the flow field stagnation points at the front end of the guide hoods of the front cab and the rear cab of the high-speed train as the starting and ending points of the reference calculation range;
32 Longitudinal positions of a typical speed field abrupt change section and a stable section are selected, and three main longitudinal position points of a streamline type tail end connecting part (x/l = 0) at the front end of a head cab, a middle part of a train (x/l = 0.5) and a streamline type tail end connecting part (x/l = 1) at the front end of a tail cab are mainly selected;
4) Determining the optimal installation range in the transverse plane of the high-speed train flank lift force regulation and control device:
41 In step 3), on the basis of the extracted three main longitudinal position points as research, respectively taking the edge points of the skirting boards at the lower parts of the two sides of the high-speed train as reference calculation range starting and ending points, calculating the distribution state of the speed fields in the range of 200mm on the periphery of the cross section outline of the three main longitudinal position points of the front end streamline type tail end connecting part (x/l = 0) of the head train cab, the middle part (x/l = 0.5) of the train and the front end streamline type tail end connecting part (x/l = 1) of the tail train cab,
42 Selecting a train side section (ca 1-cb 1) with higher flow field flow velocity and more stable structure at two sides of the high-speed train and an opposite side symmetrical train side section (ca 2-cb 2) as the optimal installation range of the two transverse sides of the high-speed train flank lift force regulation device;
5) Determining a structural form that the high-speed train flank lift force regulating and controlling devices are symmetrically arranged in front and back of one group at the same side of the high-speed train in an equal height manner and the two sides of the train body are symmetrically arranged in groups in the range of the main longitudinal position points in the step 3) in combination with the bidirectional running characteristics of the high-speed train;
6) Determining the dynamic behavior and the attitude characterization range of the whole lift imbalance of the high-speed train:
61 Based on the step 2), under the working condition that the high-speed train runs at the operating speed per hour in a windless environment, the air resistance, the lift force, the transverse force, the rolling moment, the yawing moment, the pitching moment and the like of each train body and the whole train are calculated according to the actually measured data of the test;
62 Analyzing and determining the dynamic behavior and attitude characterization range of the whole lift imbalance of the high-speed train, namely the pitching phenomenon of the whole train caused by the imbalance of the aerodynamic lift of front and rear trains during the running of the high-speed train, and determining the characterization range (Sa 0-Sb 0) of the main influence imbalance based on the lift imbalance train body, wherein when the train has the requirement of bidirectional running, the characterization range (Sa 1-Sb 1) of the tail imbalance symmetrically arranged at the tail side is included;
7) Determining the arrangement scheme of the flank lift force regulation and control device for overcoming the imbalance of the lift force of the whole train under the operating speed-per-hour working condition of the high-speed train: on the basis of the step 63), combining streamline design of a cab of the high-speed train, layout of equipment in the train, bidirectional operation characteristics and the like, longitudinally and successively assembling and arranging the arrangement structure form of the high-speed train flank lift force regulation and control device in the step 5) in the unbalance representation range (Sa 0-Sb 0), and respectively analyzing, judging and determining a first optimal arrangement point (Pa 0) meeting driving safety indexes and a second optimal arrangement point (Pa 1) at a symmetrical position at the tail side according to a real train test result;
8) The high-speed train is characterized in that a scheme of the cooperative arrangement of the single-group flank lift force regulation and control device except the flank overcoming the imbalance of the lift force of the whole train is as follows:
81 Based on the step 7), the effective length of the longitudinal middle part defined between a first optimal arrangement point (Pa 0) meeting the driving safety index and a second optimal arrangement point (Pa 1) at the symmetrical position at the tail side is a first research space, the flank lift force regulation and control device is sequentially assembled and arranged in a space range, a real-vehicle test is carried out, and a third optimal arrangement point (Pa 2) meeting the driving safety index and a fourth optimal arrangement point (Pa 3) at the symmetrical position at the tail side are judged and determined according to modeling analysis of actually measured data;
82 Judging whether the single group of flank lift force regulating and controlling devices meet the requirements of driving safety, resistance reduction and consumption reduction indexes when arranged, and if not, optimizing and selecting the installation position of the flank lift force regulating and controlling devices under the running of the vehicle under specific conditions to continuously execute the following steps;
9) Except for 2 groups of flank lift force regulation and control devices for overcoming the unbalanced flank lift force of the whole train, the high-speed train adopts a collaborative arrangement scheme that:
91 Based on the characteristics of bidirectional operation in the step 8), verifying and optimizing the aerodynamic characteristics of the high-speed train with the front and rear groups of flank lift regulating and controlling devices simultaneously started by adopting a real-vehicle test method, and determining a 2-group flank lift regulating and controlling device collaborative arrangement scheme;
92 Analyzing, judging and determining that the driving safety index is met, and judging whether the 2 groups of flank lift force regulation and control devices meet the requirements of driving safety and resistance reduction and consumption reduction indexes when arranged, if the requirements are not met, optimizing and selecting the installation position of the flank lift force regulation and control devices under the running of the vehicle under specific conditions to continue to execute the following steps;
10 ) except for overcoming the unbalanced lateral wing of the lift force of the whole train, the high-speed train adopts a collaborative arrangement scheme of a plurality of groups of lateral wing lift force regulating and controlling devices: under the condition of the optimal arrangement point determined in the steps, the wing lift regulation and control devices are sequentially assembled one by taking the longitudinal middle vacant effective length spaces on the two sides of the high-speed train as a research object to carry out a real-vehicle test, so that the advantages are determined, meanwhile, on the basis of the advantages, the requirements of driving safety indexes are analyzed, judged and determined, whether the requirements of resistance reduction and consumption reduction indexes are met when the multiple groups of wing lift regulation and control devices are arranged is judged, and if the requirements are not met, the wing lift regulation and control devices are continuously added to carry out recalculation and determination.
Preferably, the high-speed train side wing lift force regulating and controlling devices are arranged in pairs in the transverse direction of the high-speed train, are symmetrically arranged inside the side wall of the train body of the high-speed train, and mainly comprise side wings, linkage connecting rod assemblies, control units, driving motors and fixed mounting seats.
Preferably, in the step 2), the three-dimensional stress model and the finite element analysis model of the running high-speed train space are constructed, a one-to-one ratio three-dimensional calculation model of the fixed-grouping high-speed train is created through a computer aided design technology, the model is introduced into fluid mechanics simulation software, a control equation is given, boundary conditions are set, fluid parameters are calculated, a calculation grid is set, and the finite element analysis model is constructed.
Preferably, in the aerodynamic calculation of the high-speed train of the finite element analysis model, the characteristic length of the calculated fluid is equal to the height of a train body, the surface of the train body and the multistage lateral shifting surface of the high-speed train wing lift force regulating and controlling device are set as non-slip wall boundary conditions, and the upper surface and the side surface of the outflowing field are set as non-slip smooth wall boundary conditions.
Preferably, the effective installation spaces of the high-speed train wing lift force regulation and control device in the step 1) are a left effective installation space (S1) and a right effective installation space (S2) on two sides of a high-speed train body, which meet basic building limits, bridge and tunnel limits of railways of passenger dedicated lines and vehicle limits of specific application vehicle types.
Preferably, the method for cooperatively controlling the high-speed train wing lift force regulation and control device comprises the following steps: the cooperative control system of the high-speed train flank lift regulation and control device comprises two main components, namely a hardware system and a software system, wherein the hardware system mainly comprises train running vehicle-mounted information equipment and a flank lift collection system, the software system mainly comprises a data processing and visual analysis module and a multistage flank real-time intelligent regulation and control module, and under the regulation and control of the cooperative control system, the specific cooperative control method comprises the following steps:
601 Traveling information acquisition of a high-speed train: the train running speed, main vehicle performance parameters, running external wind environment indexes and running line information are collected and recorded through train running vehicle-mounted information equipment;
602 Wing system data real-time acquisition: the method comprises the steps that a plurality of dynamic pressure sensors are arranged on the surfaces of multistage flanks of a high-speed train flank lift force regulation device to acquire real-time dynamic pressure data of the high-speed train flank lift force regulation device during working, wherein a pressure sensing system of a single high-speed train flank lift force regulation device on a single side mainly comprises a left first-stage flank dynamic pressure sensor, a left second-stage flank dynamic pressure sensor and a left third-stage flank dynamic pressure sensor which are sequentially arranged along the multistage flanks from front to back and from top to bottom;
603 Constructing and calculating a stressed three-dimensional model of the flank system: sequentially establishing a multi-stage flank stress three-dimensional data model according to the spatial position coordinates of each data point by using the data points acquired in the step 601); analyzing and removing mutation points and failure point data in the acquired data, constructing a hydrodynamics calculation model of the high-speed train flank lift force regulation and control device meeting the precision by using an interpolation method, and analyzing and calculating the pneumatic transverse force, the resistance, the lift force, the rolling moment, the yawing moment and the pitching moment borne by the high-speed train flank lift force regulation and control device;
604 Working attitude and dynamic behavior of the high-speed train flank lift force regulation and control device are determined: performing visual real-time output according to the aerodynamic transverse force, the resistance, the lift force, the rolling moment, the yawing moment and the pitching moment of the multi-stage flank subjected to calculation in the step 603), determining whether the current running state of the high-speed train flank lift force regulating and controlling device meets the requirements of driving safety indexes and resistance reduction and consumption reduction indexes, if yes, maintaining the posture to run continuously, and if not, entering the next step;
605 When the operation state of the high-speed train flank lift regulating and controlling device does not meet the requirements of driving safety indexes and resistance reduction and consumption reduction indexes, the multi-stage flank real-time intelligent regulation and control are started, and a plurality of groups of high-speed train flank lift regulating and controlling devices on the front, the back, the left and the right of the high-speed train are cooperatively controlled to carry out adaptive regulation and control according to the pneumatic transverse force, resistance, lift, rolling moment, yawing moment and pitching moment received under the conditions of current running wind environment operation and operation speed grade, so that the requirements of the driving safety indexes and the resistance reduction and consumption reduction indexes are met, wherein the adaptive regulation is mainly shown in that the high-speed train controls the working states of the multi-stage flanks on the left and the right sides according to the influence of the environment side wind during operation.
Preferably, the left first-stage flank dynamic pressure sensor, the left second-stage flank dynamic pressure sensor and the left third-stage flank dynamic pressure sensor are inductive pressure sensors, respectively collect and output real-time dynamic pressure signals, and the signals are conditioned to a data acquisition card and stored and processed in a computer in real time, wherein computer hardware and software systems mainly comprise a driving program, a memory, flank system collection processing software and a data display, storage, post-processing and output platform.
Preferably, the multi-stage flank real-time intelligent regulation and control module mainly comprises a whole vehicle lift balance, driving safety, resistance reduction and consumption reduction analysis system, a left multi-stage telescopic flank control unit and a right multi-stage telescopic flank control unit, the left multi-stage telescopic flank control unit and the right multi-stage telescopic flank control unit are relatively independent of corresponding control mechanisms, multi-stage flank telescopic motion of the fast train flank lift regulation and control device on the left side and the right side is realized under the linkage control of the left multi-stage telescopic flank control unit and the right multi-stage telescopic flank control unit, and meanwhile telescopic compensation is realized in a side wind environment.
Preferably, the driving safety indexes mainly comprise a train derailment coefficient, a wheel load shedding rate, a wheel axle transverse force and a wheel axle vertical force.
The invention has the beneficial effects that: the installation arrangement and cooperative control method of the high-speed train wing lift force regulation and control device can provide a typical reference scheme for the installation arrangement and intelligent control of the high-speed train wing lift force regulation and control device assembled at the present stage, and effectively fills the technical blank in the aspect. The device can effectively solve the problems that the installation and layout applicability of the conventional high-speed train side wing lift force regulation and control device is low, intelligent regulation and control are realized, and the train running safety caused by a complex wind environment is effectively dealt with. The requirements of miniaturization, light weight, environmental protection, energy conservation, operation safety and stability of the installation and arrangement of a new generation of high-speed train flank lift force regulation and control device are met.
Drawings
FIG. 1 is a flow chart of a method for installing and arranging a high-speed train wing lift force regulating device according to the invention;
FIG. 2 is a schematic diagram of an effective arrangement space of the high-speed train wing lift force control device in the installation and arrangement railway clearance;
FIG. 3 is a schematic diagram of the high-speed train side wing lift force control device suitable for selecting longitudinal contour lines, cross sections and transverse calculation parameters of the high-speed train;
FIG. 4 is a velocity field distribution curve of the peripheral 200mm range on the outer contour of the streamline type tail end connection (x/l = 0) of the cab at the head of the high-speed train, which is applicable to the high-speed train flank lift force regulation device of the invention;
FIG. 5 is a velocity field distribution curve of the range of 200mm around the outer contour of the middle (x/l = 0.5) of the high-speed train applicable to the high-speed train flank lift force control device of the present invention;
FIG. 6 is a velocity field distribution curve of a peripheral 200mm range on the outer contour of a streamline type tail end connection position (x/l = 1) at the front end of a cab of a high-speed train, which is applicable to the high-speed train side wing lift force regulation device of the invention;
FIG. 7 is a schematic diagram of a single-group structure arrangement of a high-speed train wing lift force control device according to the present invention;
FIG. 8 is a velocity field distribution curve of the high-speed train flank lift force control device of the invention, which is suitable for the 200mm range of the periphery on the outer contour of the longitudinal symmetric plane of the high-speed train;
FIG. 9 is a schematic view of an installation layout of a high-speed train wing lift force control device according to the present invention;
FIG. 10 is a flow chart of the cooperative control of the high-speed train side wing lift force regulating device according to the present invention;
FIG. 11 is a structural diagram of the high-speed train flank lift force regulating system of the cooperative control method of the high-speed train flank lift force regulating device of the present invention;
FIG. 12 is a schematic diagram of the layout of the dynamic pressure sensors of the installation arrangement and cooperative control method of the high-speed train flank lift force regulation and control device of the present invention;
FIG. 13 is a data acquisition system component diagram of the installation arrangement and cooperative control method of the high-speed train flank lift force regulation and control device of the present invention;
FIG. 14 is a sectional view and a partial structural sectional view of a high speed train wing lift force regulating device of the present invention;
FIG. 15 is a perspective view of a linkage assembly of the high speed train flank lift force control device of the present invention;
FIG. 16 is a perspective view of a multi-stage wing of the device for regulating the lifting force of the wing of a high-speed train according to the present invention;
FIG. 17 is a partial cross-sectional view of the multi-stage wing of the high speed train wing lift regulating device of the present invention in different operating states, fully open, semi-open and closed;
fig. 18 is a partial three-dimensional structure view of the high-speed train side wing lift force control device arranged on a single side of the high-speed train.
In the figure: a primary flank 1; a primary flap base panel 1A; a primary side wing front side plate 1B; a first-level lateral wing tail lateral plate 1C; a primary side wing limiting outer stop 1D; a primary side wing limiting inner stop 1E; a first carriage mounting hole 1F; a secondary flank 2; a secondary side flap base plate 2A; a secondary side wing front side plate 2B; a secondary flank tail side plate 2C; a secondary side wing limiting outer stop 2D; a secondary flank limit inner stop (not shown in the figures); a side link shaft 2E; a tertiary side wing 3; a tertiary side flap base plate 3A; a third-stage flank front side plate 3B; a tertiary side wing tail side plate 3C; tertiary flank outer panels (not shown); limiting an outer stop 3D by a third-level side wing; a second carriage mounting hole 3E; a drive motor 4; a motor output shaft 4A; a motor fixing bottom plate 4B; a motor fixing bolt 4C; a fixed mounting base 5; a mounting base bottom plate 5A; a boss 5B of the mounting base; a rotating shaft sleeve 5C; a mounting seat fixing hole 5D; a motor mounting fixing hole 5E; a driven link 6; a driven connecting rod rotating shaft hole 6A; a driven link shaft 6B; the driven connecting rod slides the push shaft 6C; a drive link 7; a drive link fixing shaft hole 7A; a drive connecting rod rotating shaft hole 7B; a first side link 8; a first connecting rod rotating shaft hole 8A; a rotating shaft hole 8B in the middle of the first connecting rod; the first connecting rod sliding pushing shaft 8C; a second side link 9; a second link lever spindle 9A; the second side link rear sliding push shaft 9B; a rotating shaft hole 9C in the middle of the second side link; the second side link front sliding push shaft 9D; a first carriage 10; a chute 10A; a carriage mounting hole 10B; a second carriage 11; a connecting key 12; a side wall limit stop 13; a left space bending link 14; a right spatial flexure link 15; a linkage connecting rod component LG; the side wall CQ of the high-speed train body.
Detailed Description
The invention will be further described with reference to the accompanying drawings in which:
as shown in figure 1, the method for installing and arranging the high-speed train flank lift force regulating and controlling devices is characterized in that the high-speed trains are transversely arranged in pairs, the high-speed train flank lift force regulating and controlling devices symmetrically installed in the side walls of the train bodies of the high-speed trains are used as the layout objects, and the arrangement structure form, the arrangement scale and the installation position of the high-speed train flank lift force regulating and controlling devices are determined, optimized and optimized through a fluid mechanics simulation calculation and test method under the premise that the running safety and the resistance reduction of the high-speed trains are met.
1) As shown in fig. 2, according to the conditions of the railway and the vehicle clearance, effective installation spaces on two sides of the train body in the clearance of the high-speed train wing lift force regulating and controlling device are determined, and an effective telescopic length range and an optimal working scale of the high-speed train wing lift force regulating and controlling device suitable for the application of the train type and the driving line are determined by combining the requirement of the maximum telescopic space of the high-speed train wing lift force regulating and controlling device during working.
2) The method comprises the steps of taking a fixed marshalling high-speed train with specific application as a real train test object, arranging and installing a plurality of speed and pressure dynamic sensors on the outer surface of a train body, constructing a space stress three-dimensional model of the running high-speed train through information acquisition, analysis and processing programs, and simultaneously establishing a finite element analysis model through interpolation simulation.
3) Selecting a longitudinal main calculation reference position point of the high-speed train:
31 Based on the step 2), extracting the velocity field distribution state within the range of 200mm of the periphery of the outer contour on the basis of the outer contour of the longitudinal symmetry plane of the high-speed train by taking the flow field stagnation points at the front ends of the guide hoods of the front and the rear cab of the high-speed train as the starting and ending points of the reference calculation range, as shown in FIG. 8,
32 As shown in fig. 3, the longitudinal positions of the abrupt change section and the stable section of the typical speed field are selected, and there are three main longitudinal position points, namely, the streamline tail-end junction of the front end of the head cab (x/l = 0), the middle of the train (x/l = 0.5), and the streamline tail-end junction of the front end of the tail cab (x/l = 1).
4) Determining the optimal installation range in the transverse plane of the high-speed train flank lift force regulation and control device:
41 In step 3), based on the extracted three main longitudinal position points as a research basis, respectively taking the edge points of the skirting boards at the lower parts of the two sides of the high-speed train as the starting and ending points of the reference calculation range, and calculating the distribution state of the speed fields in the range of 200mm on the periphery of the cross section outline of the three main longitudinal position points at the front end streamline type tail end connection position (x/l = 0) of the head cab, the middle part of the train (x/l = 0.5) and the front end streamline type tail end connection position (x/l = 1) of the tail cab, as shown in a diagram 4~6.
42 As shown in fig. 8, vehicle side sections (ca 1-cb 1) and opposite side symmetric vehicle side sections (ca 2-cb 2) with higher flow field flow velocity and more stable structure on both sides of the high-speed train are selected as the optimal installation ranges on both lateral sides of the high-speed train side wing lift force control device.
5) And 3) determining a structural form that the high-speed train flank lift force regulating and controlling devices are symmetrically arranged in front and back of one group at the same side of the high-speed train in equal height and the two sides of the train body are symmetrically arranged in groups within the range of the main longitudinal position points in the step 3) by combining the bidirectional running characteristics of the high-speed train, as shown in fig. 7.
6) Determining the representation range of the dynamic behavior and attitude of the whole lift force imbalance of the high-speed train:
61 On the basis of the step 2), under the working condition that a high-speed train runs at the operating speed in a long and open line in a windless environment, calculating the air resistance, the lifting force, the transverse force, the rolling moment, the yawing moment, the pitching moment and the like of each train body and the whole train according to the actually measured data of the test;
62 The method comprises the steps of) analyzing and determining a whole vehicle lift force imbalance dynamic behavior and attitude characterization range of a high-speed train, namely a whole vehicle pitching phenomenon caused by imbalance of front and rear vehicle pneumatic lift forces when the high-speed train runs, and determining a main influence imbalance characterization range (Sa 0-Sb 0) based on a lift force imbalance vehicle body, wherein when the train has a bidirectional running requirement, the tail side imbalance characterization range (Sa 1-Sb 1) symmetrical to the tail side is included.
7) As shown in fig. 9, the arrangement scheme of the flank lift regulating device for overcoming the imbalance of the lift of the whole train under the operating speed condition of the high-speed train is determined: on the basis of the step 63), by combining streamline design of a cab of the high-speed train, layout of equipment in the train, bidirectional operation characteristics and the like, in the unbalance representation range (Sa 0-Sb 0), the layout structural form of the high-speed train flank lift force regulating and controlling device in the step 5) is longitudinally and successively assembled and arranged, and according to the real train test result, a first optimal arrangement point (Pa 0) meeting driving safety indexes and a second optimal arrangement point (Pa 1) at a symmetrical position at the tail side are analyzed, judged and determined.
8) The high-speed train is characterized in that a scheme of the cooperative arrangement of the single-group flank lift force regulation and control device except the flank overcoming the imbalance of the lift force of the whole train is as follows:
81 Based on the step 7), the effective length of the longitudinal middle part defined between a first optimal arrangement point (Pa 0) meeting the driving safety index and a second optimal arrangement point (Pa 1) at the symmetrical position at the tail side is a first research space, the flank lift force regulation and control device is sequentially assembled and arranged in a space range, a real-vehicle test is carried out, and a third optimal arrangement point (Pa 2) meeting the driving safety index and a fourth optimal arrangement point (Pa 3) at the symmetrical position at the tail side are judged and determined according to modeling analysis of actually measured data;
82 Whether the single group of wing lift regulating and controlling devices meet the requirements of driving safety and resistance reduction and consumption reduction indexes when arranged is judged, and if the single group of wing lift regulating and controlling devices do not meet the requirements, the installation position of the wing lift regulating and controlling devices of the vehicle is optimized and selected to continue to execute the following steps under the specific condition operation.
9) Except for 2 groups of flank lift force regulation and control devices for overcoming the unbalanced flank lift force of the whole train, the high-speed train adopts a collaborative arrangement scheme that:
91 Based on the characteristics of bidirectional operation in the step 8), verifying and optimizing the aerodynamic characteristics of the high-speed train with the front and rear groups of flank lift regulating and controlling devices simultaneously started by adopting a real-vehicle test method, and determining a 2-group flank lift regulating and controlling device collaborative arrangement scheme;
92 Analysis, judgment and determination are carried out, the driving safety index is met, whether the requirements of driving safety and resistance reduction and consumption reduction indexes are met or not when 2 groups of flank lift force regulating and controlling devices are arranged is judged, and if the requirements are not met, the following steps are continuously executed in the optimization and selection of the installation position of the flank lift force regulating and controlling devices under the running of the vehicle under specific conditions.
10A scheme for arranging a plurality of groups of flank lift force regulation and control devices of a high-speed train except for a flank overcoming the unbalanced lift force of the whole train is as follows: under the condition of the optimal arrangement point determined in the steps, the wing lift regulation and control devices are sequentially assembled one by taking the longitudinal middle vacant effective length spaces on the two sides of the high-speed train as a research object to carry out a real-vehicle test, so that the advantages are determined, meanwhile, on the basis of the advantages, the requirements of driving safety indexes are analyzed, judged and determined, whether the requirements of resistance reduction and consumption reduction indexes are met when the multiple groups of wing lift regulation and control devices are arranged is judged, and if the requirements are not met, the wing lift regulation and control devices are continuously added to carry out recalculation and determination.
As another implementation mode, the construction of the three-dimensional stress model and the finite element analysis model of the running high-speed train space can be realized by establishing a one-to-one ratio three-dimensional calculation model of the fixed marshalling high-speed train through a computer aided design technology, introducing the model into fluid mechanics simulation software, giving a control equation, setting boundary conditions, calculating fluid parameters, setting a calculation grid and constructing the finite element analysis model. In the aerodynamic calculation of the high-speed train of the finite element analysis model, the characteristic length of the calculated fluid is equal to the height of a train body, the surface of the train body and the multistage side shifting surface of the high-speed train flank lift force regulating and controlling device are non-slip wall surface boundary conditions, and the upper surface and the side surface of the outer flow field are set as non-slip smooth wall surface boundary conditions.
The effective installation space of the high-speed train flank lift force regulation and control device in the step 1) is a left effective installation space (S1) and a right effective installation space (S2) on two sides of a high-speed train body, and the left effective installation space and the right effective installation space meet basic building limits, bridge and tunnel limits of a passenger special railway and vehicle limits of specific application vehicle types.
As shown in fig. 10 and 11, the cooperative control method of the high-speed train flank lift force regulation and control device of the high-speed train with the high-speed train flank lift force regulation and control device selected and determined by the installation and arrangement method of the high-speed train flank lift force regulation and control device comprises the following steps: the cooperative control system of the high-speed train flank lift regulation and control device comprises two main components, namely a hardware system and a software system, wherein the hardware system mainly comprises train running vehicle-mounted information equipment and a flank lift collection system, the software system mainly comprises a data processing and visual analysis module and a multistage flank real-time intelligent regulation and control module, and under the regulation and control of the cooperative control system, the specific cooperative control method comprises the following steps:
601 Traveling information acquisition of a high-speed train: the train running speed, main vehicle performance parameters, running external wind environment indexes and running line information are collected and recorded through train running vehicle-mounted information equipment;
602 Wing system data real-time acquisition: the real-time dynamic pressure data of the high-speed train flank lift force regulation and control device during working is acquired by arranging a plurality of dynamic pressure sensors on the surfaces of the multistage flanks of the high-speed train flank lift force regulation and control device, wherein a single pressure sensing system of the high-speed train flank lift force regulation and control device on a single side mainly comprises a first-stage flank dynamic pressure sensor, a second-stage flank dynamic pressure sensor and a third-stage flank dynamic pressure sensor which are sequentially arranged along the multistage flanks from front edge to back edge, and is shown in figure 12;
603 Constructing and calculating a stressed three-dimensional model of the wing system: sequentially establishing a multi-level flank stress three-dimensional data model according to the spatial position coordinates of each data point by using the data points acquired in the step 601); analyzing and removing mutation points and failure point data in the acquired data, constructing a hydrodynamics calculation model of the high-speed train flank lift force regulation and control device meeting the precision by using an interpolation method, and analyzing and calculating the pneumatic transverse force, the resistance, the lift force, the rolling moment, the yawing moment and the pitching moment borne by the high-speed train flank lift force regulation and control device;
604 Working attitude and dynamic behavior of the high-speed train flank lift force regulation and control device are determined: performing visual real-time output according to the aerodynamic transverse force, the resistance, the lift force, the rolling moment, the yawing moment and the pitching moment of the multi-stage flank subjected to calculation in the step 603), determining whether the current running state of the high-speed train flank lift force regulating and controlling device meets the requirements of driving safety indexes and resistance reduction and consumption reduction indexes, if yes, maintaining the posture to run continuously, and if not, entering the next step;
605 When the operation state of the high-speed train flank lift regulating and controlling device does not meet the requirements of driving safety indexes and resistance reduction and consumption reduction indexes, the multi-stage flank real-time intelligent regulation and control are started, and a plurality of groups of high-speed train flank lift regulating and controlling devices on the front, the back, the left and the right of the high-speed train are cooperatively controlled to carry out adaptive regulation and control according to the pneumatic transverse force, resistance, lift, rolling moment, yawing moment and pitching moment received under the conditions of current running wind environment operation and operation speed grade, so that the requirements of the driving safety indexes and the resistance reduction and consumption reduction indexes are met, wherein the adaptive regulation is mainly shown in that the high-speed train controls the working states of the multi-stage flanks on the left and the right sides according to the influence of the environment side wind during operation.
As shown in fig. 13, the first-level left flank dynamic pressure sensor, the second-level left flank dynamic pressure sensor, and the third-level left flank dynamic pressure sensor are inductive pressure sensors, which respectively collect and output real-time dynamic pressure signals, and the signals are conditioned to a data acquisition card and stored and processed in a computer in real time, wherein computer hardware and software systems mainly include a driver, a memory, flank system collection and processing software, and a data display, storage, post-processing, and output platform.
As shown in fig. 11, the real-time intelligent control module for multiple levels of flanks mainly includes a system for balancing lift of the whole train, analyzing driving safety, reducing resistance and consumption, a left-side multi-level telescopic flank control unit and a right-side multi-level telescopic flank control unit, wherein the left-side multi-level telescopic flank control unit and the right-side multi-level telescopic flank control unit are relatively independent of corresponding control mechanisms, and the multi-level flanks of the lift control device for fast trains on the left and right sides are extended and retracted under the linkage control of the left-side multi-level telescopic flank control unit and the right-side multi-level telescopic flank control unit, and are extended and retracted in a crosswind environment.
The driving safety indexes mainly comprise a train derailment coefficient, a wheel load shedding rate, a wheel axle transverse force and a wheel axle vertical force.
As shown in fig. 12, 14 to 18, a high-speed train side wing lift force regulating device mainly comprises a side wing, a linkage connecting rod assembly LG, a control unit, a driving motor 4 and a fixed mounting seat 5; the linkage connecting rod assembly LG consists of a driving connecting rod mechanism connected with the driving motor 4 and a sliding push rod mechanism connected with the side wings; the side wings are multi-stage side wings which are connected in a nested manner from inside to outside step by step, and synchronous transverse telescopic motion of the multi-stage side wings is realized under the linkage driving of the driving motor 4 and the linkage connecting rod assembly LG; an output shaft of the driving motor 4 is fixedly connected with a driving connecting rod 7 of the driving connecting rod mechanism and is coaxially and rotatably connected with a driven connecting rod 6 of the driving connecting rod mechanism; when the multi-stage flanks are nested step by step, the tail length of each stage of flank is in a transition mode of gradually shortening and changing from the middle to the outer side; the high-speed train side wing lift force regulating and controlling devices are arranged in pairs in the transverse direction of the high-speed train and symmetrically arranged inside the side wall of the train body of the high-speed train, and a plurality of multi-stage side wings at two sides are controlled to extend step by step under the unified regulation and control of the control unit according to the specific external environment state to regulate and control the lift force during working.
As shown in fig. 16, the front and rear longitudinal cross-sectional profiles of the multistage side wings are streamline closed structures which are formed by enclosing a bottom plate, a front side plate and a rear side plate and are parallel to each other at the bottom and are convex at the upper part; the multi-stage side wings comprise a primary side wing 1, a secondary side wing 2 and a tertiary side wing 3 which are connected in a nested mode step by step. The primary side wing 1 is a through cavity structure formed by sequentially enclosing a primary side wing bottom plate 1A, a primary side wing front side plate 1B and a primary side wing tail side plate 1C, a secondary side wing 2 is connected to the left side of the primary side wing 1 in an embedded mode, and positioning and telescopic stroke control of the secondary side wing 2 are achieved through a primary side wing limiting inner stop 1E and a secondary side wing limiting outer stop 2D; the secondary side wing 2 is a through cavity structure formed by sequentially enclosing a secondary side wing bottom plate 2A, a secondary side wing front side plate 2B and a secondary side wing tail side plate 2C, the left side of the secondary side wing 2 is respectively connected with a tertiary side wing 3 in an inner nesting mode, and the positioning and telescopic stroke control of the tertiary side wing 3 are realized through a secondary side wing limiting inner stop catch and a tertiary side wing limiting outer stop catch 3D; the three-level flank 3 is an inward opening face cavity structure formed by enclosing a three-level flank bottom plate 3A, a three-level flank front side plate 3B, a three-level flank tail side plate 3C and a three-level flank outer side plate; a first sliding frame mounting hole 1F and a second sliding frame mounting hole 3E which are fixedly connected with the sliding push rod mechanism are respectively formed in a first-level flank bottom plate 1A and a third-level flank bottom plate 3A in the first-level flank 1 and the third-level flank 3, and a connecting frame rod rotating shaft 2E which is rotatably connected with the driving connecting rod mechanism is fixedly arranged on a second-level flank bottom plate 2A on the inner side of the second-level flank 2.
As shown in fig. 15, the driving link mechanism of the linkage link assembly LG is a four-link mechanism, and includes a driving link 7 with an end fixedly connected to the output shaft of the driving motor 4, a driven link 6 coaxially and rotatably connected to the output shaft of the driving motor 4, and a first link rod 8 and a second link rod 9 respectively rotatably connected to the other ends of the driven link 6 and the driving link 7, wherein the middle portions of the first link rod 8 and the second link rod 9 are respectively coaxially and rotatably connected to the link rod rotating shaft 2E of the secondary side wing 2 through a first link rod middle rotating shaft hole 8B and a second link rod middle rotating shaft hole 9C. The sliding push rod mechanism of the linkage connecting rod assembly LG comprises a first sliding frame 10 and a second sliding frame 11, the middle parts of the first sliding frame 10 and the second sliding frame 11 are fixedly arranged on the inner side bottom plates of the multistage flanks through sliding frame mounting holes 10B, the two sides of the first sliding frame 10 and the second sliding frame 11 are of strip-shaped structures symmetrically provided with sliding grooves, the sliding grooves are arranged in a through mode, and the sliding grooves are assembled with the inner side bottom plates of the multistage flanks to form a groove structure; the first sliding frame 10 sequentially passes through the driven connecting rod sliding push shaft 6C of the driven connecting rod 6 and the second side link rear sliding push shaft 9B of the second side link 9 to be in sliding connection, and the second sliding frame 11 sequentially passes through the first side link sliding push shaft 8C of the first side link 8 and the second side link front sliding push shaft 9D of the second side link 9 to be in sliding connection, so that the telescopic motion of the multistage side wings is realized.
Description of the working mode of the high-speed train flank lifting device:
(1) A shutdown state: when the high-speed train stops running or runs without lift force requirement, the high-speed train flank lift force device is in a shutdown working state with the left and right contraction length being zero.
(2) The side wind-free environment works: when the high-speed train wing lifting device works in a crosswind-free environment, the started high-speed train wing lifting device symmetrically normalizes and starts a lifting force regulation working mode with equal telescopic length within the pneumatic safety range of the high-speed train to meet the technical parameter requirements of derailment coefficient, wheel weight load reduction rate and the like according to the specific axle weight, running speed, whole vehicle lifting force balance requirements and the like of the train.
(3) Side wind environment work: when the high-speed train wing lift device works in a crosswind environment, the started high-speed train wing lift device starts a lift force real-time regulation and control working mode with different telescopic lengths from left to right within the pneumatic safety range of the high-speed train meeting the technical parameter requirements of derailment coefficient, wheel weight load shedding rate and the like according to the specific axle weight, running speed, whole train lift force balance requirement and variable wind load state of the train.
It should be noted that the directions or positional relationships referred to in this document are positional relationships shown in the drawings, and are only for convenience of describing the present invention and simplifying the description, but not for indicating or implying that the referred device or element must have a specific direction, be configured or operated in a specific direction, and therefore, it should not be understood as a limitation of the technical solution, and the connection relationship may refer to a direct connection relationship or an indirect connection relationship. Furthermore, the terms "first," "second," "third," "primary," "secondary," "tertiary," and the like, as referred to in this document, are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
It will be apparent to those skilled in the art that various modifications and variations can be made in the present invention without departing from the spirit or 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 is also intended to include such modifications and variations.

Claims (10)

1. A method for installing and arranging a high-speed train wing lift force regulation and control device is characterized by comprising the following steps: the method is characterized in that high-speed train side wing lift force regulating and controlling devices which are arranged in pairs transversely and symmetrically arranged in the side wall of a high-speed train body are used as layout objects, and the layout structure form, the layout scale and the installation position of the high-speed train side wing lift force regulating and controlling devices are determined and optimized through a fluid mechanics simulation calculation and test method under the premise that the running safety and the resistance reduction and consumption reduction of the high-speed train are met, and the specific method comprises the following steps:
1) Determining effective installation spaces on two sides of a vehicle body in the limit of the high-speed train flank lift force regulating and controlling device according to railway and vehicle limit conditions; determining an effective telescopic length range and an optimal working scale of the high-speed train flank lift force regulation device suitable for application of train models and driving lines when the high-speed train flank lift force regulation device works in combination with the maximum telescopic space requirement of the high-speed train flank lift force regulation device during working;
2) The method comprises the steps that a fixed marshalling high-speed train with specific application is taken as a real train test object, a plurality of speed and pressure dynamic sensors are distributed and installed on the outer surface of a train body, a space stress three-dimensional model of the running high-speed train is constructed through information acquisition, analysis and processing programs, and meanwhile a finite element analysis model is established through interpolation simulation;
3) Selecting a longitudinal main calculation reference position point of the high-speed train:
31 Based on the step 2), extracting the distribution state of the velocity field within the range of 200mm at the periphery of the outer contour on the basis of the outer contour of the longitudinal symmetrical plane of the high-speed train by taking the flow field stagnation points at the front end of the guide hoods of the front cab and the rear cab of the high-speed train as the starting and ending points of the reference calculation range respectively,
32 Longitudinal positions of a typical speed field abrupt change section and a stable section are selected, and three main longitudinal position points of a streamline type tail end connecting part (x/l = 0) at the front end of a head cab, a middle part of a train (x/l = 0.5) and a streamline type tail end connecting part (x/l = 1) at the front end of a tail cab are mainly selected;
4) Determining the optimal installation range in the transverse plane of the high-speed train flank lift force regulation and control device:
41 In step 3), on the basis of the extracted three main longitudinal position points as research, respectively taking edge points of skirting boards at the lower parts of two sides of a high-speed train as reference calculation range starting and ending points, and calculating the distribution state of the peripheral 200mm range speed fields on the cross section outline of the three main longitudinal position points at the front end streamline type tail end connecting part (x/l = 0) of a head train cab, the middle part (x/l = 0.5) of the train and the front end streamline type tail end connecting part (x/l = 1) of a tail train cab;
42 Selecting a train side section (ca 1-cb 1) with higher flow field flow velocity and more stable structure at two sides of the high-speed train and an opposite side symmetrical train side section (ca 2-cb 2) as the optimal installation range of the two transverse sides of the high-speed train flank lift force regulation device;
5) Determining a structural form that the high-speed train flank lift force regulating and controlling devices are symmetrically arranged in front and back of one group at the same side of the high-speed train in an equal height manner and the two sides of the train body are symmetrically arranged in groups in the range of the main longitudinal position points in the step 3) in combination with the bidirectional running characteristics of the high-speed train;
6) Determining the dynamic behavior and the attitude characterization range of the whole lift imbalance of the high-speed train:
61 Based on the step 2), under the working condition that the high-speed train runs at the operating speed per hour in a windless environment, the air resistance, the lift force, the transverse force, the rolling moment, the yawing moment, the pitching moment and the like of each train body and the whole train are calculated according to the actually measured data of the test;
62 Analyzing and determining the dynamic behavior and attitude characterization range of the whole lift imbalance of the high-speed train, namely the pitching phenomenon of the whole train caused by the imbalance of the aerodynamic lift of front and rear trains during the running of the high-speed train, and determining the characterization range (Sa 0-Sb 0) of the main influence imbalance based on the lift imbalance train body, wherein when the train has the requirement of bidirectional running, the characterization range (Sa 1-Sb 1) of the tail imbalance symmetrically arranged at the tail side is included;
7) Determining the arrangement scheme of the flank lift force regulation and control device for overcoming the imbalance of the lift force of the whole train under the operating speed-per-hour working condition of the high-speed train: on the basis of the step 63), combining streamline design of a cab of the high-speed train, layout of equipment in the train, bidirectional operation characteristics and the like, longitudinally and successively assembling and arranging the arrangement structure form of the high-speed train flank lift force regulation and control device in the step 5) in the unbalance representation range (Sa 0-Sb 0), and respectively analyzing, judging and determining a first optimal arrangement point (Pa 0) meeting driving safety indexes and a second optimal arrangement point (Pa 1) at a symmetrical position at the tail side according to a real train test result;
8) The high-speed train is characterized in that a scheme of the cooperative arrangement of the single-group flank lift force regulation and control device except the flank overcoming the imbalance of the lift force of the whole train is as follows:
81 Based on the step 7), the effective length of the longitudinal middle part defined between a first optimal arrangement point (Pa 0) meeting the driving safety index and a second optimal arrangement point (Pa 1) at the symmetrical position at the tail side is a first research space, the flank lift force regulation and control device is sequentially assembled and arranged in a space range, a real-vehicle test is carried out, and a third optimal arrangement point (Pa 2) meeting the driving safety index and a fourth optimal arrangement point (Pa 3) at the symmetrical position at the tail side are judged and determined according to modeling analysis of actually measured data;
82 Judging whether the single-group flank lift force regulating and controlling device meets the requirements of driving safety, resistance reduction and consumption reduction indexes when arranged, and if not, optimizing and selecting the installation position of the flank lift force regulating and controlling device under the specific condition operation of the vehicle to continuously execute the following steps;
9) Except 2 groups of flank lift force regulation and control devices for overcoming the unbalanced flank lift force of the whole train, the high-speed train adopts a collaborative arrangement scheme that:
91 Based on the characteristics of bidirectional operation in the step 8), verifying and optimizing the aerodynamic characteristics of the high-speed train with the front and rear groups of flank lift regulating and controlling devices simultaneously started by adopting a real-vehicle test method, and determining a 2-group flank lift regulating and controlling device collaborative arrangement scheme;
92 Analyzing, judging and determining that the driving safety index is met, and judging whether the 2 groups of flank lift force regulation and control devices meet the requirements of driving safety and resistance reduction and consumption reduction indexes when arranged, if the requirements are not met, optimizing and selecting the installation position of the flank lift force regulation and control devices under the running of the vehicle under specific conditions to continue to execute the following steps;
10A scheme for arranging a plurality of groups of flank lift force regulation and control devices of a high-speed train except for a flank overcoming the unbalanced lift force of the whole train is as follows: under the condition of the optimal arrangement point determined in the steps, the wing lift regulation and control devices are sequentially assembled one by taking the longitudinal middle vacant effective length spaces on the two sides of the high-speed train as a research object to carry out a real-vehicle test, so that the advantages are determined, meanwhile, on the basis of the advantages, the requirements of driving safety indexes are analyzed, judged and determined, whether the requirements of resistance reduction and consumption reduction indexes are met when the multiple groups of wing lift regulation and control devices are arranged is judged, and if the requirements are not met, the wing lift regulation and control devices are continuously added to carry out recalculation and determination.
2. The installation and arrangement method of the high-speed train side wing lift force regulation and control device according to claim 1 is characterized in that: the high-speed train side wing lifting force regulating and controlling device is arranged in pairs in the transverse direction of a high-speed train, symmetrically arranged in the side wall of a train body of the high-speed train and mainly comprises side wings, a linkage connecting rod assembly, a control unit, a driving motor and a fixed mounting seat, synchronous transverse telescopic motion of the multi-stage side wings is realized under the linkage driving of the driving motor and the linkage connecting rod assembly, and the multi-stage side wings on the two sides are controlled to extend step by step under the unified regulation and control of the control unit according to the specific external environment state to regulate and control the lifting force.
3. The installation and arrangement method of the high-speed train side wing lift force regulation and control device according to claim 1 is characterized in that: and 2) constructing a space stress three-dimensional model and a finite element analysis model of the running high-speed train in the step 2), establishing a one-to-one ratio three-dimensional calculation model of the fixed marshalling high-speed train by a computer aided design technology, introducing the model into fluid mechanics simulation software, giving a control equation, setting boundary conditions, calculating fluid parameters, setting a calculation grid, and constructing the finite element analysis model.
4. The installation and arrangement method of the high-speed train wing lift regulation and control device according to claim 3, characterized in that: in the aerodynamic calculation of the high-speed train of the finite element analysis model, the characteristic length of the calculated fluid is equal to the height of a train body, the surface of the train body and the multistage side shifting surface of the high-speed train flank lift force regulating and controlling device are non-slip wall surface boundary conditions, and the upper surface and the side surface of the outer flow field are set as non-slip smooth wall surface boundary conditions.
5. The installation and arrangement method of the high-speed train side wing lift force regulation and control device according to claim 1 is characterized in that: the effective installation spaces of the high-speed train flank lift force regulation and control device in the step 1) are a left effective installation space (S1) and a right effective installation space (S2) on two sides of a high-speed train body, which meet basic building limits, bridge and tunnel limits of a passenger special line railway and vehicle limits of a specific application vehicle type.
6. The method for cooperatively controlling the high-speed train flank lift force regulation and control device of the high-speed train, which is selected and determined by the method for installing and arranging the high-speed train flank lift force regulation and control device according to claim 1 and is equipped with the high-speed train flank lift force regulation and control device, is characterized in that: the cooperative control system of the high-speed train flank lift regulation and control device comprises two main components, namely a hardware system and a software system, wherein the hardware system mainly comprises train running vehicle-mounted information equipment and a flank lift collection system, the software system mainly comprises a data processing and visual analysis module and a multistage flank real-time intelligent regulation and control module, and under the regulation and control of the cooperative control system, the specific cooperative control method comprises the following steps:
601 Traveling information acquisition of a high-speed train: the train running speed, main vehicle performance parameters, external wind running environment indexes and running line information are collected and recorded through train running vehicle-mounted information equipment;
602 Wing system data real-time acquisition: the method comprises the steps that a plurality of dynamic pressure sensors are arranged on the surfaces of multistage flanks of a high-speed train flank lift force regulation device to acquire real-time dynamic pressure data of the high-speed train flank lift force regulation device during working, wherein a pressure sensing system of a single high-speed train flank lift force regulation device on a single side mainly comprises a left first-stage flank dynamic pressure sensor, a left second-stage flank dynamic pressure sensor and a left third-stage flank dynamic pressure sensor which are sequentially arranged along the multistage flanks from front to back and from top to bottom;
603 Constructing and calculating a stressed three-dimensional model of the wing system: sequentially establishing a multi-level flank stress three-dimensional data model according to the spatial position coordinates of each data point by using the data points acquired in the step 601); analyzing and removing mutation points and failure point data in the acquired data, constructing a hydrodynamics calculation model of the high-speed train flank lift force regulation and control device meeting the precision by using an interpolation method, and analyzing and calculating the pneumatic transverse force, the resistance, the lift force, the rolling moment, the yawing moment and the pitching moment borne by the high-speed train flank lift force regulation and control device;
604 Working attitude and dynamic behavior of the high-speed train flank lift force regulation and control device are determined: performing visual real-time output according to the aerodynamic transverse force, the resistance, the lift force, the rolling moment, the yawing moment and the pitching moment of the multi-stage flank subjected to calculation in the step 603), determining whether the current running state of the high-speed train flank lift force regulating and controlling device meets the requirements of driving safety indexes and resistance reduction and consumption reduction indexes, if yes, maintaining the posture to run continuously, and if not, entering the next step;
605 When the operation state of the high-speed train flank lift regulating and controlling device does not meet the requirements of driving safety indexes and resistance reduction and consumption reduction indexes, the multi-stage flank real-time intelligent regulation and control are started, and a plurality of groups of high-speed train flank lift regulating and controlling devices on the front, the back, the left and the right of the high-speed train are cooperatively controlled to carry out adaptive regulation and control according to the pneumatic transverse force, resistance, lift, rolling moment, yawing moment and pitching moment received under the conditions of current running wind environment operation and operation speed grade, so that the requirements of the driving safety indexes and the resistance reduction and consumption reduction indexes are met, wherein the adaptive regulation is mainly shown in that the high-speed train controls the working states of the multi-stage flanks on the left and the right sides according to the influence of the environment side wind during operation.
7. The cooperative control method for the high-speed train wing lift regulating device according to claim 6, characterized in that: the system comprises a left first-level flank dynamic pressure sensor, a left second-level flank dynamic pressure sensor and a left third-level flank dynamic pressure sensor, wherein the left first-level flank dynamic pressure sensor, the left second-level flank dynamic pressure sensor and the left third-level flank dynamic pressure sensor are inductive pressure sensors, respectively collect and output real-time point dynamic pressure signals, are conditioned to a data collection card and are stored and processed in real time in a computer, and computer hardware and software systems mainly comprise a driving program, a memory, flank system collection and processing software and a data display, storage, post-processing and output platform.
8. The cooperative control method for the high-speed train side wing lift force regulating and controlling device as recited in claim 6, wherein: the multi-stage flank real-time intelligent regulation and control module mainly comprises a whole vehicle lift balance, driving safety, resistance reduction and consumption reduction analysis system, a left multi-stage telescopic flank control unit and a right multi-stage telescopic flank control unit, wherein the left multi-stage telescopic flank control unit and the right multi-stage telescopic flank control unit are relatively independent from corresponding control mechanisms, multi-stage flank telescopic motion of the fast train flank lift regulation and control device on the left and right sides is realized under the linkage control of the left multi-stage telescopic flank control unit and the right multi-stage telescopic flank control unit, and meanwhile telescopic compensation is realized in a crosswind environment.
9. The method for installing and arranging the high-speed train flank lift force regulation and control device according to claim 1, wherein the driving safety indexes mainly comprise a train derailment coefficient, a wheel weight load shedding rate, a wheel axle transverse force and a wheel axle vertical force.
10. The cooperative control method for the high-speed train flank lift force regulation and control device according to claim 6, wherein the driving safety indexes mainly comprise a train derailment coefficient, a wheel load shedding rate, a wheel axle transverse force and a wheel axle vertical force.
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