CN117436371B - Wind resistance braking effect evaluation method for high-speed train provided with wind resistance braking device - Google Patents
Wind resistance braking effect evaluation method for high-speed train provided with wind resistance braking device Download PDFInfo
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Abstract
The invention relates to the field of high-speed train aerodynamics and train windage braking, in particular to a method for evaluating the windage braking effect of a high-speed train provided with a windage braking device. The method comprises the steps of (1) taking streamline shapes of a train body of a Chinese standard motor train unit and a basic braking system as references, assembling different numbers of alternative wind resistance braking device prototypes, establishing an aerodynamic turbulence calculation model of a train when the Reynolds is equal, and calculating aerodynamic characteristics of a high-speed train assembled with wind resistance braking devices under different working conditions in a simulation mode; based on a train braking operation equation, a direct integration method solving method suitable for the wind resistance braking problem is provided, the train is braked and stopped by simply relying on a wind resistance braking device under a certain initial speed working condition, the comparison and solving are carried out on the braking effect of the train from idle running to stopping, meanwhile, a brake distance and a brake time division assessment method and an index of wind resistance braking matched with service braking and emergency braking are provided by adopting a sectional accumulation method, and the brake benefit and the brake efficiency of the wind resistance braking device can be scientifically and theoretically assessed.
Description
Technical Field
The invention relates to the field of high-speed train aerodynamics and train windage braking, in particular to a method for evaluating the windage braking effect of a high-speed train provided with a windage braking device.
Background
In the technical attack of the next generation of high-speed trains with the speed per hour of 400+km, the development and utilization of aerodynamic force are widely focused, wind resistance braking is used as a non-adhesive supplementary braking mode when the high-speed trains are braked in an auxiliary mode or an emergency mode at a high speed stage, the wind resistance braking plate device is arranged on the surface of a vehicle body to increase air resistance to generate braking force, and the device has the advantages of cleanness, energy conservation, high reliability, large braking gain at a high-speed section and the like, and can effectively make up the defect of adhesive braking force in a high-speed running state.
In recent years, research and application of wind resistance braking devices of high-speed trains at home and abroad develop theoretical research and online experiments for continuous exploration. The application and exploration of the wind resistance braking of the high-speed train are carried out in the earliest 60 th century in Japan, and the aerodynamic calculation and the mechanism optimization design of the MLU 002N-type magnetic levitation train of the wind resistance braking device under the working condition of 500km per hour are gradually developed. In 6 months 2005, JR eastern japan company successfully assembles a cat ear type aerodynamic brake on E954 type Fastech S and Fastech type 360Z high-speed trains, and simultaneously completes the performance test of a wind resistance brake plate operated at 400km/h, and the result shows that the wind resistance brake device has higher reliability and application value in emergency braking. Thereafter, japan has been searching for an opening mode, a driving mode, a structural strength, an effect of shortening a braking distance, and the like of the windage brake device. Currently, the study of wind resistance braking is continued in japan, and a ALFAGX new rail train provided with a wind resistance braking device is practically started to run for 2 months in 2020.
At present, various wind resistance braking devices are developed at home and abroad, and mainly include a cat ear type wind resistance braking device, a distributed wind resistance braking device, a butterfly type wind resistance braking device, a hydraulic wind resistance braking device and the like which are developed in early stages in Japan.
The invention discloses a high-speed train windage braking device, which comprises a box body, wherein the box body is fixedly embedded into the top of a train, an opening mechanism, a locking device, a driving mechanism, a transmission mechanism, a locking mechanism and an angle sensor are arranged in the box body, the driving mechanism is connected with the transmission mechanism, the upper ends of the opening mechanism and the locking device are contacted with the middle part of the inner surface of a braking wind wing plate, a rocker arm is arranged, the rocker arm rotates based on a stop bearing seat, the locking mechanism is used for controlling the rotation angle of the rocker arm, the braking wind wing plate is arranged on the rocker arm, and the angle sensor is used for measuring the rotation angle of the rocker arm.
The invention discloses a bidirectional windage braking device of a rail train, which comprises a base, a first cylinder and a second cylinder, wherein the bidirectional windage braking device of the rail train further comprises: the wind resistance device comprises a base, a first wind resistance plate, a second wind resistance plate, a first supporting rod, a second wind resistance plate, a first cylinder and a second cylinder, wherein the tail part of the first wind resistance plate is hinged with the base; the tail part of the second wind resistance plate is hinged with the base, the second wind resistance plate further comprises a second supporting rod, one end of the second supporting rod is hinged to the middle part of the second wind resistance plate, and the other end of the second supporting rod is connected with the second air cylinder; the first wind resistance plate and the second wind resistance plate are arranged in a mirror symmetry mode.
The invention discloses a double-layer wind resistance braking device, a double-layer cab structure and a high-speed train, wherein the double-layer wind resistance braking device comprises an outer layer wind resistance braking plate and an inner layer wind resistance braking plate which are arranged in a variable cross section area of the train, the outer layer wind resistance braking plate comprises a plurality of outer layer braking unit plates which are transversely arranged along the outer contour of the variable cross section area, the inner layer wind resistance braking plate comprises a plurality of inner layer braking unit plates which are transversely arranged along the outer contour of the variable cross section area, an opening and closing driving mechanism is arranged on a high-speed train cab, and when the outer layer wind resistance braking plate and the inner layer wind resistance braking plate are opened, the inner layer braking unit plates are positioned inside the outer layer braking unit plates and are positioned in gaps of adjacent outer layer braking unit plates.
The invention discloses a high-speed train cab with a wind resistance braking device and a high-speed train, wherein the high-speed train cab comprises a cab body, a plurality of groups of wind resistance braking plates are arranged on a variable cross-section area of the cab body side by side along the length direction of the cab body, each group of wind resistance braking plates comprises a plurality of braking unit plates which are arranged at intervals transversely along the outer outline of the variable cross-section area, the braking unit plates in two adjacent groups of wind resistance braking plates are arranged in a staggered mode, and an opening and closing driving mechanism for folding or opening the braking unit plates is arranged on the cab body.
(V) Chinese patent application publication No. CN109878473B, entitled wind resistance brake device, discloses a wind resistance brake device comprising at least one first set of components comprising: the brake plate is provided with a first extension part; the driving device can control the brake plate to be opened or closed, and the first guide rail and the first sliding block on the first guide rail are provided with first protruding ends; one end of the first pull rod is rotatably connected with the first sliding block, and the other end of the first pull rod is rotatably connected with the first extension part; a first electric control lock is arranged near the first end of the first guide rail, and a second electric control lock is arranged near the second end of the first guide rail; the first component further comprises a control unit electrically connected with the driving device, the first electric control lock and the second electric control lock; the control unit can control the driving device to operate so as to drive the first extension part to open or close the brake plate; the control unit may control the electrically controlled lock to restrict or not to restrict the first protruding end.
The invention discloses a novel high-speed train wind resistance braking device, which mainly comprises a base, a braking wind wing plate, a driving device, a control unit, a side plate, a roof streamline appearance compensation component, a wind wing plate limiting component, a reset buffer component and the like. The braking wind wing plates are arranged in a front row and a rear row on a fixing frame which is arranged along the front edge and the rear edge of the base in a rotating way, and are symmetrically arranged in the front-rear direction, and a single-row braking mode or a double-row braking mode can be selected during braking operation. The novel high-speed train windage braking device can realize the multistage regulation and control of braking force during braking operation.
In summary, more structural design and installation layout researches of the wind resistance braking device have been carried out in recent 10 years in China, the most classical structural composition and routine layout of the wind resistance braking device is a butterfly-shaped wind resistance braking device at the present stage, the device is a preferable one from operation safety and stability analysis, and meanwhile, a plurality of researches are also developed in the aspects of numerical simulation and wind tunnel test, but the wind resistance braking device pneumatic characteristic analysis is basically concentrated, researches on the wind resistance braking effect research of a high-speed train provided with the wind resistance braking device are fresh, and a train wind resistance braking effect and a combined braking resolving method with a basic braking system are one of the following problems to be systematically solved.
Disclosure of Invention
In order to further explore the cooperative layout of the windage braking device on the high-speed train with the speed of 400+km/h, the method for evaluating the windage braking effect of the high-speed train with the windage braking device is provided, and the overall braking benefit and the braking efficiency of the windage braking system of the standard motor train unit in China in the current stage are clearly adapted.
In order to achieve the technical purpose, the invention adopts the following technical scheme:
According to the method for evaluating the wind resistance braking effect of the high-speed train provided with the wind resistance braking device, a model of aerodynamic turbulence calculation of the train when the Reynolds is built by assembling different numbers of alternative wind resistance braking device models by taking the streamline shape of the train body of the CR400 train standard motor train unit and the configuration of a basic braking system as references, and the aerodynamic characteristics of the high-speed train provided with the wind resistance braking device under different working conditions are calculated in a simulation mode; based on a train braking operation equation, a direct integration method solving method suitable for the wind resistance braking problem is provided, the train is braked and stopped simply by means of a wind resistance braking device under a certain initial speed working condition, the comparison and the solving are carried out on the braking effect of the train from coasting to stopping, and meanwhile, a brake distance and a brake time division evaluating method and an index of wind resistance braking matched with service braking and emergency braking are provided by adopting a sectional accumulation method; the wind resistance braking effect evaluation method of the high-speed train provided with the wind resistance braking device comprises the following steps of:
1) And determining the standard evaluation working condition of the braking effect of the wind resistance braking device:
11 Selected by the tested windage brake device): the wind resistance braking device to be tested is of a single rectangular plate-shaped structure which is transversely and symmetrically arranged on the roof of a train, the installation height and the width of the wind resistance braking device are selected in the effective space of the roof of the train based on the limit condition of the technical standard system of the high-speed railway in China, the outline dimension of the wind resistance braking device is in a longitudinal projection plane, the projection length dimension of the wind resistance braking plate is less than or equal to 1500mm, and the projection height dimension of the wind resistance braking plate is less than or equal to 450mm;
12 Setting standard layout working conditions of the wind resistance braking device: the applicable model standard 8 grouping of the tested windage brake device is characterized in that the streamline shape of a CR400 system power-distributed Chinese standard motor train unit body and a basic brake system are used as references, and 1,2,4 and 8 windage brake device layout schemes are selected;
13 Calculation model setting): based on a transient, compressible and unsteady simulated air flow field under standard atmospheric pressure, establishing an air dynamic turbulence calculation model of a train at the time of Reynolds, solving by adopting any one numerical calculation method of a finite difference method, a finite element method and a finite volume method, and selecting a long and large straight road with the design speed of a high-speed railway more than or equal to 350km/h as a simulated environment;
2) Wind resistance braking device interference coefficient evaluation:
21 Longitudinal interference coefficient of the wind resistance braking device is calculated: the direct interference coefficient is:
Wherein: c d0 is the resistance coefficient of a single set of wind resistance braking plate when the vehicle is on the roof, and the layout working condition of 1 set of wind resistance braking device is evaluated and calculated; c d1 (i) is the direct interference coefficient of the ith set of windage braking plates from front to back facing the wind direction; a d is the longitudinal projection area of the wind resistance braking device; n is the number of the arranged sleeves; f d is aerodynamic drag; ρ is the air density; v is the train simulated running speed;
22 Interference coefficient evaluation index): step 21), the direct interference coefficient is less than or equal to 5.5, and if the direct interference coefficient is not satisfied, the method returns to the step 1) to carry out the space size adjustment optimization design of the number of the arrangement sleeves and the wind resistance braking plate;
3) And (3) evaluating the aerodynamic drag coefficient of the wind drag braking device:
31 Pneumatic resistance coefficient calculation of the wind resistance braking device: the engineering solution formula of the whole car resistance coefficient of the high-speed train provided with the wind resistance braking device is as follows:
Wherein: c D is the pneumatic resistance coefficient of the whole vehicle; c Dt、CDw is the pneumatic resistance coefficient of the head car and the tail car of the train provided with the wind resistance braking device respectively; c' Dz、C′D′z is the aerodynamic drag coefficient of the intermediate vehicle without the wind resistance braking device and assembled respectively; n is the number of train groups; n is the number of wind resistance braking device installation sleeves; v is the train simulated running speed;
32 Aerodynamic drag coefficient evaluation index): step 31) the aerodynamic drag coefficient of the whole vehicle is larger than 0.5, if the aerodynamic drag coefficient is not satisfied, returning to the step 1) to carry out the space size adjustment optimization design of the number of the arrangement sleeves and the wind resistance braking plate;
4) Single windage braking effect assessment:
41 Determining an adaptive high speed train unit basic resistance formula: determining an actual measurement basic resistance empirical formula of the wind resistance braking device adaptive motor train unit: omega 0＝a+bv+cv2, wherein: omega 0 is the unit basic resistance, and the unit is N/kN; a. b and c are actual measurement coefficients;
42 Wind resistance braking device aerodynamic resistance calculation: according to the brake effect standard evaluation working condition, the standard layout working condition and the calculation model in the step 1), respectively calculating wind resistance braking force with the initial speed of 0-450 km/h by using a speed gradient smaller than 50 km/h;
43 Correction of the wind resistance braking device resistance formula: correcting the aerodynamic drag mathematical form of the wind-resistant braking device according to the calculated data of step 42) is: f ω＝ev2, wherein: f ω is the unit resistance of the wind resistance braking device, and the unit is N/kN; e is a fitting coefficient; v is the train simulated running speed;
44 Calculating the braking unit resultant force of the high-speed train under the working conditions of idle test parking and windage braking parking:
45 Braking distance calculation: by direct integration, dependent on braking distance The method comprises the steps of calculating 2 calculation cases including a windage braking distance (S1) and an idle test stopping distance (S2), wherein: c p is the braking unit resultant force, N/kN; xi is a braking acceleration coefficient, and gamma=0.1 of the power taking distributed high-speed train is calculated; s is a braking distance; t is braking time;
46 Brake distance judging index): when the initial speed of 350km/h is taken as a criterion, the wind resistance braking distance (S1) of the high-speed train provided with the wind resistance braking device is smaller than 25km, the reduction of the idle running test stopping distance (S2) of the high-speed train not provided with the wind resistance braking device is larger than 14%, and if the idle running test stopping distance (S2) of the high-speed train does not meet the idle running test stopping distance (S2) of the high-speed train, the high-speed train returns to the step 1) to carry out the arrangement sleeve number and the space size adjustment optimization design of the wind resistance braking plate;
47 Braking time calculation: by direct integration, dependent on braking time Calculating, wherein the calculation comprises 2 calculation cases of wind resistance braking time (t 1) and idle running test parking distance (t 2);
48 Brake time evaluation index): the wind resistance braking time (t 1) is evaluated, according to an effective braking time index in a high-speed running speed interval, when a high-speed train is braked from an initial speed of 400km/h to a working condition of 200km/h by adopting an assembled wind resistance braking device, the interval braking time is less than 110min and less than 10% of the wind resistance braking time (t 1), and if the interval braking time is not satisfied, the method returns to the step 1) to carry out the arrangement sleeve number and the space size adjustment optimization design of the wind resistance braking plate;
5) And (3) evaluating the braking effect of the combined wind resistance: when wind resistance braking and a foundation braking system are used for combined braking, a sectional speed interval is set, and a sectional accumulation method is adopted to calculate the braking distance and braking time division of a high-speed train provided with a wind resistance braking device;
51 Joint brake distance dissociation calculation): braking distance s=s e+Sk, wherein: s e is an effective braking distance; s k is the free distance;
Effective braking distance The free distance S k＝vwtk, wherein: v w is the initial braking speed; t k is the free time; v 1、v2 is the initial speed and the final speed of any calculation interval;
52 Commonly used combined brake calculation and judgment indexes: selecting the grade 7N of the Chinese standard motor train unit as a working condition for calculating the common combined braking effect, and superposing and assembling 8 sets of wind resistance braking devices to obtain wind resistance braking resistance of the high-speed train; wherein at an initial speed of 400km/h in combination braking, the braking deceleration should be increased by about 55%; if not, returning to the step 1) to carry out the space size adjustment optimization design of the arrangement sleeve number and the wind resistance braking plate;
53 Emergency joint brake calculation and deceleration judgment index): the method comprises the steps of selecting a Chinese standard motor train unit emergency brake UB as a working condition for calculating a common combined braking effect, and superposing and assembling 8 sets of wind resistance braking devices to obtain wind resistance braking resistance of a high-speed train; in the speed range of 300-350 km/h, checking the brake deceleration index to be more than 0.45m/s 2; if not, returning to the step 1) to carry out the space size adjustment optimization design of the arrangement sleeve number and the wind resistance braking plate;
54 Emergency joint braking distance criterion meets the following table:
And if the number of the wind resistance braking plates does not meet the requirement, returning to the step 1) to carry out the space size adjustment optimization design of the wind resistance braking plates and the number of the arrangement sleeves.
Preferably, in the standard layout working condition of the wind resistance braking device, step 12), when the wind resistance braking device is distributed according to the 1 st set, the 1 st set of wind resistance braking device is distributed in a range of 3.5-5 m from the front end pipeline type tail end connection part of the cab of the head car 1 longitudinally to the middle part of the train; when the 2 sets of wind resistance braking devices are distributed, the 2 nd set of wind resistance braking devices are distributed in a range of 3.5-5 m from the front end pipeline type tail end connection part of the 8 th tail car cab to the middle part of the train longitudinally on the basis of the 1 st set of wind resistance braking devices, and the longitudinal installation positions of the 2 nd set of wind resistance braking devices and the 2 nd set of wind resistance braking devices are arranged in a front-back symmetrical mode; when the 4 sets of wind resistance braking devices are arranged, on the basis of the arrangement positions of the 1 st set of wind resistance braking devices and the 2 nd set of wind resistance braking devices, the 3 rd set of wind resistance braking devices and the 4 th set of wind resistance braking devices are respectively arranged at the middle positions of the longitudinal centers of the carriages of the 3 rd intermediate car and the 6 th intermediate car; when 8 sets of wind resistance braking devices are arranged, each vehicle is provided with 1 set of wind resistance braking device, the head vehicle wind resistance braking device and the tail vehicle wind resistance braking device are arranged in the range of 3.5-5 m from the longitudinal direction of the connecting part of the streamline tail end at the front end of the cab to the middle part of the train, and the middle vehicle wind resistance braking device is arranged in the middle position of the longitudinal center of the carriage; the wind resistance braking device of the intermediate vehicle is required to avoid roof air conditioners, pantographs, various antenna devices and extra-high voltage cable devices.
Preferably, in step 45), the wind resistance braking distance (S1) is calculated and integrated as follows:
When (when) In the time-course of which the first and second contact surfaces,
When (when)In the time-course of which the first and second contact surfaces,
Wherein v w is the initial braking speed; when the initial speed is 0km/h, the braking distance is 0km, constant items C 1 and C 2 under different calculation working conditions are solved respectively by substitution, and the idle running test stopping distance (S2) is calculated directly according to coefficient comparison and replacement.
Preferably, in step 47), the wind resistance braking time (t 1) is calculated and integrated as follows:
When (when) In the time-course of which the first and second contact surfaces,
When (when)In the time-course of which the first and second contact surfaces,
When the initial speed is 0km/h, the braking time is 0h, and constant items C 3 and C 4 under different calculation working conditions are solved respectively by substituting, and the idle running test stopping distance (t 2) is calculated directly according to coefficient comparison and replacement.
Preferably, in step 51), in the combined braking distance dissociation calculation, the lost motion time is calculated and evaluated by taking standard 8-group power-distributed motor train unit emergency braking time t k =1.2-1.7 s and service braking time t k =2.0-2.5 s.
Preferably, any one of Spalart-Allmaras model, kappa-epsilon model, SST kappa-omega model and ReynoldStress model can be used as the Reynolds time average train aerodynamic turbulence calculation model.
Preferably, in order to ensure the calculation accuracy, the segmentation speed interval in the step 5) is 0-10 km/h.
The beneficial effects of the invention are as follows: according to the wind resistance braking effect evaluation method for the high-speed train provided with the wind resistance braking device, a direct integral method solving method and a sectional integral method settling method suitable for the wind resistance braking problem are provided through building a train aerodynamic model, scientific theoretical evaluation is carried out on braking income and braking efficiency of the wind resistance braking device, and powerful reference and technical support can be provided for development of a wheel-rail train braking system with the speed of 400+km/h.
Drawings
FIG. 1 is a flow chart of a method for evaluating the wind resistance braking effect of a high-speed train provided with a wind resistance braking device;
FIG. 2 is a schematic diagram of an arrangement working condition scheme of a wind resistance braking device to be tested according to the invention;
FIG. 3 is a graph showing the calculated comparison of aerodynamic drag (aerodynamic drag coefficient) of a high-speed train equipped with different sets of windage brake devices according to the present invention;
FIG. 4 is a graph showing interference coefficient comparison and evaluation of the wind resistance braking device of the high-speed train in the form of a longitudinal steady-state pressure;
FIG. 5 is a graphical illustration of windage braking distance and braking time for a high speed train of the present invention fitted with different sets of windage braking devices at different initial speeds;
FIG. 6 is a graphic diagram of superposition calculation of service braking, wind resistance braking deceleration, emergency braking and wind resistance braking deceleration of the adaptive vehicle type motor train unit;
FIG. 7 is a graph of service joint brake distance versus brake time for the present invention;
Fig. 8 is a graphical illustration of emergency joint braking distance versus braking time in accordance with the present invention.
Detailed Description
The invention is further described below with reference to the accompanying drawings:
As shown in FIG. 1, the method for evaluating the wind resistance braking effect of the high-speed train provided with the wind resistance braking device is characterized in that the CR400 is based on the streamline shape of the train body of the China standard motor train unit and the configuration of a basic braking system, different numbers of alternative wind resistance braking device prototypes are assembled, a model for calculating aerodynamic turbulence of the train during Reynolds is built, and the aerodynamic characteristics of the high-speed train provided with the wind resistance braking device under different working conditions are calculated in a simulation mode; based on a train braking operation equation, a direct integration method solving method suitable for the wind resistance braking problem is provided, the train is braked and stopped simply by means of a wind resistance braking device under a certain initial speed working condition, the comparison and the solving are carried out on the braking effect of the train from coasting to stopping, and meanwhile, a brake distance and a brake time division evaluating method and an index of wind resistance braking matched with service braking and emergency braking are provided by adopting a sectional accumulation method; the wind resistance braking effect evaluation method of the high-speed train provided with the wind resistance braking device comprises the following steps of:
1) And determining the standard evaluation working condition of the braking effect of the wind resistance braking device:
11 Selected by the tested windage brake device): the wind resistance braking device to be tested is of a single rectangular plate-shaped structure which is transversely and symmetrically arranged on the roof of a train, the installation height and the width of the wind resistance braking device are selected in the effective space of the roof of the train based on the limit condition of the technical standard system of the high-speed railway in China, the outline dimension of the wind resistance braking device is in a longitudinal projection plane, the projection length dimension of the wind resistance braking plate is less than or equal to 1500mm, and the projection height dimension of the wind resistance braking plate is less than or equal to 450mm;
12 Setting a standard layout condition of the windage brake device (a conventional typical layout condition is shown in fig. 2): the applicable model standard 8 groups of the tested windage brake devices are characterized in that the streamline shape of the CR400 system power-distributed Chinese standard motor train unit body and the basic brake system are used as references, and 1,2,4 and 8 sets of windage brake device layout schemes are selected. When the wind resistance braking device is distributed according to the 1 st set, the 1 st set of wind resistance braking device is distributed in the range of 3.5-5 m from the front end of the cab of the head car 1 to the direction of the middle part of the train at the pipeline type tail end joint; when the 2 sets of wind resistance braking devices are distributed, the 2 nd set of wind resistance braking devices are distributed in a range of 3.5-5 m from the front end pipeline type tail end connection part of the 8 th tail car cab to the middle part of the train longitudinally on the basis of the 1 st set of wind resistance braking devices, and the longitudinal installation positions of the 2 nd set of wind resistance braking devices and the 2 nd set of wind resistance braking devices are arranged in a front-back symmetrical mode; when the 4 sets of wind resistance braking devices are arranged, on the basis of the arrangement positions of the 1 st set of wind resistance braking devices and the 2 nd set of wind resistance braking devices, the 3 rd set of wind resistance braking devices and the 4 th set of wind resistance braking devices are respectively arranged at the middle positions of the longitudinal centers of the carriages of the 3 rd intermediate car and the 6 th intermediate car; when 8 sets of wind resistance braking devices are arranged, each vehicle is provided with 1 set of wind resistance braking device, the head vehicle wind resistance braking device and the tail vehicle wind resistance braking device are arranged in the range of 3.5-5 m from the longitudinal direction of the connecting part of the streamline tail end at the front end of the cab to the middle part of the train, and the middle vehicle wind resistance braking device is arranged in the middle position of the longitudinal center of the carriage; the wind resistance braking device of the intermediate vehicle is required to avoid roof air conditioners, pantographs, various antenna devices and extra-high voltage cable devices.
13 Calculation model setting): based on transient, compressible and unsteady simulated air flow fields under standard atmospheric pressure, a Reynolds time average train aerodynamic turbulence calculation model is established, a finite difference method, a finite element method and a finite volume method are adopted for solving, and a long and large straight road with the design speed of a high-speed railway being more than or equal to 350km/h is selected as a simulated environment. The Reynolds time average train aerodynamic turbulence calculation model can be any one of Spalart-Allmaras model, kappa-epsilon model, SST kappa-omega model and ReynoldStress model.
2) Wind resistance braking device interference coefficient evaluation:
21 Longitudinal interference coefficient of the wind resistance braking device is calculated: the direct interference coefficient is:
Wherein: c d0 is the resistance coefficient of a single set of wind resistance braking plate when the vehicle is on the roof, and the layout working condition of 1 set of wind resistance braking device is evaluated and calculated; c d1 (i) is the direct interference coefficient of the ith set of windage braking plates from front to back facing the wind direction; a d is the longitudinal projection area of the wind resistance braking device; n is the number of the arranged sleeves; f d is aerodynamic drag; ρ is the air density; v is the train simulated running speed;
22 Interference coefficient evaluation index): and step 21), the direct interference coefficient is less than or equal to 5.5, and if the direct interference coefficient is not satisfied, the method returns to the step 1) to carry out the space size adjustment optimization design of the number of the arrangement sleeves and the wind resistance braking plate. As shown in fig. 4, the steady-state pressure distribution curve on the upper contour line of the longitudinal symmetry plane of the high-speed train with the windage brake device can be intuitively described and evaluated in another level.
3) And (3) evaluating the aerodynamic drag coefficient of the wind drag braking device: as shown in fig. 3, the drag coefficient of each car is calculated based on the simulation calculation of the aerodynamic drag of the high-speed train equipped with the windage brake device, or the estimation can be performed based on the calculation according to the following steps.
31 Pneumatic resistance coefficient calculation of the wind resistance braking device: the engineering solution formula of the whole car resistance coefficient of the high-speed train provided with the wind resistance braking device is as follows:
Wherein: c D is the pneumatic resistance coefficient of the whole vehicle; c Dt、CDw is the pneumatic resistance coefficient of the head car and the tail car of the train provided with the wind resistance braking device respectively; c' Dz、C′D′z is the aerodynamic drag coefficient of the intermediate vehicle without the wind resistance braking device and assembled respectively; n is the number of train groups; n is the number of wind resistance braking device installation sleeves; v is the train simulated running speed;
32 Aerodynamic drag coefficient evaluation index): step 31) the aerodynamic drag coefficient of the whole vehicle is larger than 0.5, if the aerodynamic drag coefficient is not satisfied, returning to the step 1) to carry out the space size adjustment optimization design of the number of the arrangement sleeves and the wind resistance braking plate;
4) Single windage braking effect assessment: (refer to the results shown in FIG. 5)
41 Determining an adaptive high speed train unit basic resistance formula: determining an actual measurement basic resistance empirical formula of the wind resistance braking device adaptive motor train unit: omega 0＝a+bv+cv2, wherein: omega 0 is the unit basic resistance, and the unit is N/kN; a. b and c are actual measurement coefficients;
42 Wind resistance braking device aerodynamic resistance calculation: according to the brake effect standard evaluation working condition, the standard layout working condition and the calculation model in the step 1), respectively calculating wind resistance braking force with the initial speed of 0-450 km/h by using a speed gradient smaller than 50 km/h;
43 Correction of the wind resistance braking device resistance formula: correcting the aerodynamic drag mathematical form of the wind-resistant braking device according to the calculated data of step 42) is: f ω＝ev2, wherein: f ω is the unit resistance of the wind resistance braking device, and the unit is N/kN; e is a fitting coefficient; v is the train simulated running speed;
44 Calculating the braking unit resultant force of the high-speed train under the working conditions of idle test parking and windage braking parking:
45 Braking distance calculation: by direct integration, dependent on braking distance The method comprises the steps of calculating 2 calculation cases including a windage braking distance (S1) and an idle test stopping distance (S2), wherein: c p is the braking unit resultant force, N/kN; xi is a braking acceleration coefficient, and gamma=0.1 of the power taking distributed high-speed train is calculated; s is a braking distance; t is braking time;
46 Brake distance judging index): when the initial speed of 350km/h is taken as a criterion, the wind resistance braking distance (S1) of the high-speed train provided with the wind resistance braking device is smaller than 25km, the reduction of the idle running test stopping distance (S2) of the high-speed train not provided with the wind resistance braking device is larger than 14%, and if the idle running test stopping distance (S2) of the high-speed train does not meet the idle running test stopping distance (S2) of the high-speed train, the high-speed train returns to the step 1) to carry out the arrangement sleeve number and the space size adjustment optimization design of the wind resistance braking plate;
47 Braking time calculation: by direct integration, dependent on braking time Calculating, wherein the calculation comprises 2 calculation cases of wind resistance braking time (t 1) and idle running test parking distance (t 2);
48 Brake time evaluation index): the wind resistance braking time (t 1) is evaluated, according to an effective braking time index in a high-speed running speed interval, when a high-speed train is braked from an initial speed of 400km/h to a working condition of 200km/h by adopting an assembled wind resistance braking device, the interval braking time is less than 110min and less than 10% of the wind resistance braking time (t 1), and if the interval braking time is not satisfied, the method returns to the step 1) to carry out the arrangement sleeve number and the space size adjustment optimization design of the wind resistance braking plate;
5) Combined windage braking effectiveness evaluation (see fig. 7, 8): when wind resistance braking and a foundation braking system are used for combined braking, a sectional speed interval is set, and a sectional accumulation method is adopted to calculate the braking distance and braking time division of a high-speed train provided with a wind resistance braking device;
51 Joint brake distance dissociation calculation): braking distance s=s e+Sk, wherein: s e is an effective braking distance; s k is the free distance; and the standard 8-group power-distributed motor train unit is taken for the idle time, and the calculation and evaluation are carried out when t k = 1.2-1.7 s during emergency braking and t k = 2.0-2.5 s during common braking. Effective braking distance The free distance S k＝vw·tk, wherein: v w is the initial braking speed; t k is the free time; v 1、v2 is the initial speed and the final speed of any calculation interval;
52 Service joint brake calculation and evaluation index (refer to fig. 7): and selecting the grade 7N of the Chinese standard motor train unit as a working condition for calculating the common combined braking effect, and superposing and assembling 8 sets of wind resistance braking devices to obtain the wind resistance braking resistance of the high-speed train. As shown in fig. 6, wherein the braking deceleration should be increased by about 55% at the initial speed of 400km/h in combination braking, and if not satisfied, returning to step 1) to perform optimal design of the number of the arrangement sleeves and the space sizing of the windage brake plates;
53 Emergency joint brake calculation and deceleration evaluation index (refer to fig. 8): the method comprises the steps of selecting a Chinese standard motor train unit emergency brake UB as a working condition for calculating a common combined braking effect, and superposing and assembling 8 sets of wind resistance braking devices to obtain wind resistance braking resistance of a high-speed train; in the speed range of 300-350 km/h, checking the brake deceleration index to be more than 0.45m/s 2; if not, returning to the step 1) to carry out the space size adjustment optimization design of the arrangement sleeve number and the wind resistance braking plate; the average deceleration (without considering air resistance) evaluation index of the minimum emergency braking assessment of the Chinese standard motor train unit meets the following table:
54 Emergency joint braking distance evaluation index meets the following table (applicable to the Chinese standard motor train unit):
And if the number of the wind resistance braking plates does not meet the requirement, returning to the step 1) to carry out the space size adjustment optimization design of the wind resistance braking plates and the number of the arrangement sleeves.
It should be noted that, in this document, references to "left", "right", "front", "rear", "inner", "outer", "upper", "lower", etc. indicate that the apparatus or element is oriented or positioned in a relationship based on that shown in the drawings, and are merely for convenience in describing the present technical solution and simplifying the description, and do not indicate or imply that the apparatus or element must have a specific orientation, be configured or operated in a specific orientation. Therefore, the technical solution is not to be construed as being limited, and the connection relationship may refer to a direct connection relationship or an indirect connection relationship.
It will be apparent to those skilled in the art that various modifications and variations can be made to the present invention without departing from the spirit and scope of the invention, and it is intended that the invention encompass such modifications and variations as fall within the scope of the appended claims and their equivalents.
Claims (7)
1. The wind resistance braking effect evaluation method for the high-speed train provided with the wind resistance braking device is characterized by comprising the following steps of: according to the method, a streamline shape of a train body of a CR400 system Chinese standard motor train unit and a basic braking system are used as references, different numbers of alternative wind resistance braking device prototypes are assembled, a model for calculating aerodynamic turbulence of a train in the time of Reynolds is built, and aerodynamic characteristics of a high-speed train with wind resistance braking devices assembled under different working conditions are calculated in a simulation mode; based on a train braking operation equation, a direct integration method solving method suitable for the wind resistance braking problem is provided, the train is braked and stopped simply by means of a wind resistance braking device under a certain initial speed working condition, the comparison and the solving are carried out on the braking effect of the train from coasting to stopping, and meanwhile, a brake distance and a brake time division evaluating method and an index of wind resistance braking matched with service braking and emergency braking are provided by adopting a sectional accumulation method; the wind resistance braking effect evaluation method of the high-speed train provided with the wind resistance braking device comprises the following steps of:
1) And determining the standard evaluation working condition of the braking effect of the wind resistance braking device:
11 Selected by the tested windage brake device): the wind resistance braking device to be tested is of a single rectangular plate-shaped structure which is transversely and symmetrically arranged on the roof of a train, the installation height and the width of the wind resistance braking device are selected in the effective space of the roof of the train based on the limit condition of the technical standard system of the high-speed railway in China, the outline dimension of the wind resistance braking device is in a longitudinal projection plane, the projection length dimension of the wind resistance braking plate is less than or equal to 1500mm, and the projection height dimension of the wind resistance braking plate is less than or equal to 450mm;
12 Setting standard layout working conditions of the wind resistance braking device: the applicable model standard 8 grouping of the tested windage brake device is characterized in that the streamline shape of a CR400 system power-distributed Chinese standard motor train unit body and a basic brake system are used as references, and 1,2,4 and 8 windage brake device layout schemes are selected;
13 Calculation model setting): based on a transient, compressible and unsteady simulated air flow field under standard atmospheric pressure, establishing an air dynamic turbulence calculation model of a train at the time of Reynolds, solving by adopting any one numerical calculation method of a finite difference method, a finite element method and a finite volume method, and selecting a long and large straight road with the design speed of a high-speed railway more than or equal to 350km/h as a simulated environment; 2) Wind resistance braking device interference coefficient evaluation:
21 Longitudinal interference coefficient of the wind resistance braking device is calculated: the direct interference coefficient is: Wherein: c d0 is the resistance coefficient of a single set of wind resistance braking plate when the vehicle is on the roof, and the layout working condition of 1 set of wind resistance braking device is evaluated and calculated; c d1 (i) is the direct interference coefficient of the ith set of windage braking plates from front to back facing the wind direction; a d is the longitudinal projection area of the wind resistance braking device; n is the number of the arranged sleeves; f d is aerodynamic drag; ρ is the air density; v is the train simulated running speed;
22 Interference coefficient evaluation index): step 21), the direct interference coefficient is less than or equal to 5.5, and if the direct interference coefficient is not satisfied, the method returns to the step 1) to carry out the space size adjustment optimization design of the number of the arrangement sleeves and the wind resistance braking plate;
3) And (3) evaluating the aerodynamic drag coefficient of the wind drag braking device:
31 Pneumatic resistance coefficient calculation of the wind resistance braking device: the engineering solution formula of the whole car resistance coefficient of the high-speed train provided with the wind resistance braking device is as follows:
Wherein: c D is the pneumatic resistance coefficient of the whole vehicle; c Dt、CDw is the pneumatic resistance coefficient of the head car and the tail car of the train provided with the wind resistance braking device respectively; c' Dz、C″Dz is the aerodynamic drag coefficient of the intermediate vehicle without the wind resistance braking device and assembled respectively; n is the number of train groups; n is the number of wind resistance braking device installation sleeves; v is the train simulated running speed;
32 Aerodynamic drag coefficient evaluation index): step 31) the aerodynamic drag coefficient of the whole vehicle is larger than 0.5, if the aerodynamic drag coefficient is not satisfied, returning to the step 1) to carry out the space size adjustment optimization design of the number of the arrangement sleeves and the wind resistance braking plate;
4) Single windage braking effect assessment:
41 Determining an adaptive high speed train unit basic resistance formula: determining an actual measurement basic resistance empirical formula of the wind resistance braking device adaptive motor train unit: omega 0＝a+bv+cv2, wherein: omega 0 is the unit basic resistance, and the unit is N/kN; a. b and c are actual measurement coefficients;
42 Wind resistance braking device aerodynamic resistance calculation: according to the brake effect standard evaluation working condition, the standard layout working condition and the calculation model in the step 1), respectively calculating wind resistance braking force with the initial speed of 0-450 km/h by using a speed gradient smaller than 50 km/h;
43 Correction of the wind resistance braking device resistance formula: correcting the aerodynamic drag mathematical form of the wind-resistant braking device according to the calculated data of step 42) is: f ω＝ev2, wherein: f ω is the unit resistance of the wind resistance braking device, and the unit is N/kN; e is a fitting coefficient; v is the train simulated running speed;
44 Calculating the braking unit resultant force of the high-speed train under the working conditions of idle test parking and windage braking parking:
45 Braking distance calculation: by direct integration, dependent on braking distance The method comprises the steps of calculating 2 calculation cases including a windage braking distance (S1) and an idle test stopping distance (S2), wherein: c p is the braking unit resultant force, N/kN; xi is a braking acceleration coefficient, and gamma=0.1 of the power taking distributed high-speed train is calculated; s is a braking distance; t is braking time;
46 Brake distance judging index): when the initial speed of 350km/h is taken as a criterion, the wind resistance braking distance (S1) of the high-speed train provided with the wind resistance braking device is smaller than 25km, the reduction of the idle running test stopping distance (S2) of the high-speed train not provided with the wind resistance braking device is larger than 14%, and if the idle running test stopping distance (S2) of the high-speed train does not meet the idle running test stopping distance (S2) of the high-speed train, the high-speed train returns to the step 1) to carry out the arrangement sleeve number and the space size adjustment optimization design of the wind resistance braking plate;
47 Braking time calculation: by direct integration, dependent on braking time Calculating, wherein the calculation comprises 2 calculation cases of wind resistance braking time (t 1) and idle running test parking distance (t 2);
48 Brake time evaluation index): the wind resistance braking time (t 1) is evaluated, according to an effective braking time index in a high-speed running speed interval, when a high-speed train is braked from an initial speed of 400km/h to a working condition of 200km/h by adopting an assembled wind resistance braking device, the interval braking time is less than 110min and less than 10% of the wind resistance braking time (t 1), and if the interval braking time is not satisfied, the method returns to the step 1) to carry out the arrangement sleeve number and the space size adjustment optimization design of the wind resistance braking plate;
5) And (3) evaluating the braking effect of the combined wind resistance: when wind resistance braking and a foundation braking system are used for combined braking, a sectional speed interval is set, and a sectional accumulation method is adopted to calculate the braking distance and braking time division of a high-speed train provided with a wind resistance braking device;
51 Joint brake distance dissociation calculation): braking distance s=s e+Sk, wherein: s e is an effective braking distance; s k is the free distance; effective braking distance The free distance S k＝vw·tk, wherein: v w is the initial braking speed; t k is the free time; v 1、v2 is the initial speed and the final speed of any calculation interval;
52 Commonly used combined brake calculation and judgment indexes: selecting the grade 7N of the Chinese standard motor train unit as a working condition for calculating the common combined braking effect, and superposing and assembling 8 sets of wind resistance braking devices to obtain wind resistance braking resistance of the high-speed train; wherein at an initial speed of 400km/h in combination braking, the braking deceleration should be increased by about 55%; if not, returning to the step 1) to carry out the space size adjustment optimization design of the arrangement sleeve number and the wind resistance braking plate;
53 Emergency joint brake calculation and deceleration judgment index): the method comprises the steps of selecting a Chinese standard motor train unit emergency brake UB as a working condition for calculating a common combined braking effect, and superposing and assembling 8 sets of wind resistance braking devices to obtain wind resistance braking resistance of a high-speed train; in the speed range of 300-350 km/h, checking the brake deceleration index to be more than 0.45m/s 2; if not, returning to the step 1) to carry out the space size adjustment optimization design of the arrangement sleeve number and the wind resistance braking plate;
54 Emergency joint braking distance criterion meets the following table:
And if the number of the wind resistance braking plates does not meet the requirement, returning to the step 1) to carry out the space size adjustment optimization design of the wind resistance braking plates and the number of the arrangement sleeves.
2. The method for evaluating the windage braking effect of a high-speed train equipped with the windage braking device according to claim 1, wherein: step 12) setting the standard layout working condition of the windage braking device, wherein when the windage braking device is arranged according to the 1 set, the 1 st windage braking device is arranged in the range of 3.5-5 m from the front end pipeline type tail end connection part of the cab of the head car 1 longitudinally to the middle part of the train; when the 2 sets of wind resistance braking devices are distributed, the 2 nd set of wind resistance braking devices are distributed in a range of 3.5-5 m from the front end pipeline type tail end connection part of the 8 th tail car cab to the middle part of the train longitudinally on the basis of the 1 st set of wind resistance braking devices, and the longitudinal installation positions of the 2 nd set of wind resistance braking devices and the 2 nd set of wind resistance braking devices are arranged in a front-back symmetrical mode; when the 4 sets of wind resistance braking devices are arranged, on the basis of the arrangement positions of the 1 st set of wind resistance braking devices and the 2 nd set of wind resistance braking devices, the 3 rd set of wind resistance braking devices and the 4 th set of wind resistance braking devices are respectively arranged at the middle positions of the longitudinal centers of the carriages of the 3 rd intermediate car and the 6 th intermediate car; when 8 sets of wind resistance braking devices are arranged, each vehicle is provided with 1 set of wind resistance braking device, the head vehicle wind resistance braking device and the tail vehicle wind resistance braking device are arranged in the range of 3.5-5 m from the longitudinal direction of the connecting part of the streamline tail end at the front end of the cab to the middle part of the train, and the middle vehicle wind resistance braking device is arranged in the middle position of the longitudinal center of the carriage; the wind resistance braking device of the intermediate vehicle is required to avoid roof air conditioners, pantographs, various antenna devices and extra-high voltage cable devices.
3. The method for evaluating the windage braking effect of a high-speed train equipped with the windage braking device according to claim 1, wherein: step 45), in the calculation of the braking distance, the formula of the calculation integral result of the wind resistance braking distance (S1) is as follows:
When (when) In the time-course of which the first and second contact surfaces,
When (when)In the time-course of which the first and second contact surfaces,
Wherein v w is the initial braking speed; when the initial speed is 0km/h, the braking distance is 0km, constant items C 1 and C 2 under different calculation working conditions are solved respectively by substitution, and the idle running test stopping distance (S2) is calculated directly according to coefficient comparison and replacement.
4. The method for evaluating the windage braking effect of a high-speed train equipped with the windage braking device according to claim 1, wherein: step 47), in the calculation of the braking time, the formula of the calculation integral result of the wind resistance braking time (t 1) is as follows:
When (when) In the time-course of which the first and second contact surfaces,
When (when)In the time-course of which the first and second contact surfaces,
When the initial speed is 0km/h, the braking time is 0h, and constant items C 3 and C 4 under different calculation working conditions are solved respectively by substituting, and the idle running test stopping distance (t 2) is calculated directly according to coefficient comparison and replacement.
5. The method for evaluating the windage braking effect of a high-speed train equipped with the windage braking device according to claim 1, wherein: in the step 51) of combined braking distance dissociation calculation, the lost motion time is calculated and evaluated by taking t k =1.2-1.7 s in emergency braking of the standard 8-group power-distributed motor train unit and t k =2.0-2.5 s in service braking.
6. The method for evaluating the windage braking effect of a high-speed train equipped with the windage braking device according to claim 1, wherein: the Reynolds time average train aerodynamic turbulence calculation model can be any one of Spalart-Allmaras model, kappa-epsilon model, SST kappa-omega model and ReynoldStress model.
7. The method for evaluating the windage braking effect of a high-speed train equipped with the windage braking device according to claim 1, wherein: and 5) taking the interval of the segmentation speed of 0-10 km/h for ensuring the calculation accuracy.
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| EP1719687A2 (en) * | 2005-05-02 | 2006-11-08 | DB Systems GmbH | Precise determination of travel time of rail vehicles |
| CN202413841U (en) * | 2012-01-10 | 2012-09-05 | 南车青岛四方机车车辆股份有限公司 | Wind resistance brake device of high-speed train |
| CN112834104A (en) * | 2021-03-30 | 2021-05-25 | 中车青岛四方车辆研究所有限公司 | Test bench for testing wind resistance and torque of brake disc and test method thereof |
| CN116176648A (en) * | 2023-03-30 | 2023-05-30 | 兰州交通大学 | Cooperative control method for wind resistance braking system of high-speed train |
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Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1719687A2 (en) * | 2005-05-02 | 2006-11-08 | DB Systems GmbH | Precise determination of travel time of rail vehicles |
| CN202413841U (en) * | 2012-01-10 | 2012-09-05 | 南车青岛四方机车车辆股份有限公司 | Wind resistance brake device of high-speed train |
| CN112834104A (en) * | 2021-03-30 | 2021-05-25 | 中车青岛四方车辆研究所有限公司 | Test bench for testing wind resistance and torque of brake disc and test method thereof |
| CN116176648A (en) * | 2023-03-30 | 2023-05-30 | 兰州交通大学 | Cooperative control method for wind resistance braking system of high-speed train |
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