CN113919250B - Method for optimizing and selecting installation position of wind resistance braking device of high-speed train - Google Patents
Method for optimizing and selecting installation position of wind resistance braking device of high-speed train Download PDFInfo
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- B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
- B60T1/12—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting otherwise than by retarding wheels, e.g. jet action
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- B61H11/06—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types of hydrostatic, hydrodynamic, or aerodynamic brakes
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Abstract
The invention discloses a method for determining the optimization and selection of the installation position of a wind resistance braking device of a high-speed train, which aims at the braking force requirements of the high-speed train in a high-speed running stage and an emergency braking stage, gradually enlarges and increases the arrangement in the optimal range of the longitudinal wind resistance braking device on the roof of a fixed multi-marshalling high-speed train, and determines the selection of the installation position and the arrangement scale of the wind resistance braking device of the high-speed train by a computational fluid dynamics method. The problems that the existing high-speed train wind resistance braking device is complex and various in installation, large in occupied space, insufficient in braking force, low in utilization efficiency of the braking wind wing plates and the like can be scientifically and reasonably solved, and the requirements of miniaturization, light weight, environmental friendliness, energy conservation, operation safety and stability of the installation and arrangement of the new-generation high-speed train wind resistance braking device are met.
Description
Technical Field
The invention relates to the field of rail transit vehicle braking, in particular to a method for determining optimization and selection of an installation position of a wind resistance braking device of a high-speed train.
Background
In the field of rail transit vehicle braking, rail eddy current braking, magnetic rail braking and wind resistance braking are 3 kinds of main non-adhesion braking technologies at the present stage, and wind resistance braking is a brand new braking mode of high-speed train non-adhesion braking, and a braking wind wing plate device is arranged on the surface of a train body to increase air resistance to generate braking force. With the rapid development of high-speed train technology, on the basis of realizing 350km/h commercial operation in China, technical attack on higher-speed high-speed trains is developed. Relevant researches find that when a train runs at a speed grade of more than 300km/h, the air resistance of the train accounts for more than 80% of the total resistance, and meanwhile, the adhesive braking force is gradually reduced along with the increase of the running speed, so that the high-performance braking requirement cannot be met.
The research and application of the high-speed train wind resistance brake system are mainly focused on Japan, and in recent years, the effectiveness research on the train air brake in Japan is not only largely analyzed by a wind tunnel test and a computer numerical simulation method, but also a plurality of real vehicle tests are developed. The aerodynamic calculation and mechanism optimization research of the MLU002N type magnetic-levitation train of the wind resistance braking device under the working condition of 500km per hour are firstly developed on the Kawasaki test line and the sorb test line in Japan, and the braking performance of the wind resistance braking device is preliminarily evaluated. In 6 months 2005, JR eastern japan corporation jointly developed a "cat ear" type aerodynamic braking device, and successfully installed and applied to E954 type Fastech360S and Fastech360Z type high speed trains, and completed the performance test of the wind resistance braking plate under the condition of 400km per hour, and the test results show that the wind resistance braking device has good reliability and high application value in emergency braking. In the aspect of installation and arrangement of wind wing plates of wind resistance brake, a small distributed wind resistance brake device is developed and improved by related organizations in Japan, and research and consideration are focused on the aspects of reducing the volume of the wind resistance brake device and increasing the resistance coefficient of a brake plate.
The research is developed in the application field of aerodynamic braking of high-speed trains by the university of Tongji and the university of China and south China earlier in China, the characteristics of flow fields around braking wind wings at different longitudinal positions on the top of the train are analyzed, meanwhile, the braking force effect generated by aerodynamic braking is analyzed through numerical calculation, the braking wind wing plate main body refers to a structure of a cat ear in Japan initially in the research and calculation, a scheme of single-section and single-row arrangement is adopted when the wind wing plates are arranged, the dynamic performance and the operation safety of the wind wing plate at the speed of 400-hour high-speed trains crossing are researched through a computational fluid mechanics method, and the result shows that compared with the wind wing plates which are not opened, the operation safety indexes are all in a qualified range. The related research takes a rectangular wind wing plate as a research object, the influence rule of the first air exhaust wing plate on the aerodynamic braking capacity is mainly analyzed, and the result shows that the influence of the height change of the first air exhaust wing plate on the flow field structure and the braking force change of the rear air exhaust wing plate is small.
Therefore, under the background of the great development of high-speed intelligent green railway equipment in China at the present stage, research on braking feasibility, scientific, reasonable and effective arrangement and installation of the wind resistance braking device of the high-speed train are one of the problems to be solved urgently at present.
Disclosure of Invention
The invention provides a method for determining the optimization and selection of the installation position of a wind resistance braking device of a high-speed train, aiming at solving the problems of complex and various installation of the wind resistance braking device of the high-speed train, large occupied space, insufficient braking force, low utilization efficiency of a braking wind wing plate and the like in the prior art.
In order to achieve the technical purpose, the invention adopts the following technical scheme:
a method for determining optimization and selection of an installation position of a wind resistance braking device of a high-speed train aims at the braking force requirements of the high-speed train in a high-speed running stage and an emergency braking stage, the method determines the selection of the installation position and the arrangement scale of the wind resistance braking device of the high-speed train by a computational fluid dynamics method in a mode that the arrangement of the wind resistance braking device in the longitudinal direction of the roof of a fixed multi-marshalling high-speed train is gradually enlarged and increased, and the method for determining optimization and selection of the specific position comprises the following steps:
1) aiming at a specific vehicle type, analyzing, calculating and determining the minimum wind resistance braking force (Fmin) required by a high-speed running stage and an emergency braking stage of the vehicle according to main technical parameters such as specific running line conditions, maximum running speed of train design, maximum braking distance, required minimum braking force and the like;
2) establishing a certain proportion of fixed marshalling high-speed trains and an equal proportion of three-dimensional calculation model of the wind resistance braking device of the high-speed trains meeting the bidirectional braking through a computer aided design technology;
3) assembling and constructing a computational fluid dynamics model of the high-speed train with the dynamic wind wing plates;
4) optimally selecting and determining the position of a single group of wind resistance braking devices;
41) setting boundary conditions, calculating fluid parameters and refining a calculation grid by taking a longitudinal total length range (S) between the front-end streamline type tail end joints of the head train and the tail train of the fixed marshalling high-speed train as a research space;
42) in the advancing direction of the train, the streamline type tail end connection part at the front end of the cab of the primary locomotive is taken as a research starting point, and the wind resistance braking force provided by the braking wind wing plate in the longitudinal total length range (S) is sequentially selected, calculated and analyzed;
43) drawing a position-wind resistance braking force curve of the wind resistance braking force in the step 42), sequentially deducting occupied sections of a high-speed train power receiving device, a connecting windshield, air conditioning equipment, signal equipment and the like on the curve, selecting a section (Sa 0-Sb 0) with large braking force and local stability, considering the characteristic of braking at the same relative position when the high-speed train runs in the reverse direction, and selecting a symmetrical section (Sa 1-Sb 1) at the other side;
44) optimally selecting optimal mounting position points (Pa 1, Pb 1) in the selection section (Sa 0-Sb 0) and the other side symmetrical section (Sa 1-Sb 1) according to mounting conditions of the wind resistance braking device in step 43);
45) accurately calculating the wind resistance braking force (Fa 1) borne by the optimal mounting position points (Pa 1 and Pb 1) again, and judging whether the wind resistance braking force (Fa 1) and the required wind resistance braking force (Fmin) of the optimal position of the first-row wind resistance braking device are full or not; if the conditions are met, optimizing and selecting the mounting position of the wind resistance braking device of the vehicle under the operation of the specific conditions is finished, and if the conditions are not met, optimizing and selecting the mounting position of the wind resistance braking device of the vehicle under the operation of the specific conditions continues to execute the following steps.
5) Optimally selecting and determining the positions of the two groups of wind resistance braking devices;
51) on the premise of the calculated optimal installation position points (Pa 1 and Pb 1) of the single-group wind resistance braking devices in the step 4), fixedly grouping a longitudinal total length range (S) between the front-end streamline tail end joints of the head train and the tail train cab by assembling the single-group wind resistance braking devices as a research space, opening the single-group braking wind wing plates by taking the braking state as a research condition, setting boundary conditions, calculating fluid parameters and refining a calculation grid;
52) in the advancing direction of the train, the streamline type tail end connection part at the front end of the head train cab is taken as a research starting point, and the wind resistance braking force provided by the second group of braking wind wing devices under the braking influence of the single group of braking wind wing devices in the longitudinal total length range (S) is sequentially selected, calculated and analyzed;
53) drawing a position-wind resistance braking force curve of the wind resistance braking force in the step 52), sequentially deducting occupied sections of symmetrically designed single-group braking wind wing devices, high-speed train power receiving devices, connecting windshields, air conditioning equipment, signal equipment and the like on the curve, selecting a section (Sa 2-Sb 2) with large braking force and local stability, and selecting a symmetrical section (Sa 3-Sb 3) at the other side position by considering the characteristic of braking at the same relative position when the high-speed train runs in the reverse direction;
54) optimally selecting optimal mounting position points (Pa 2, Pb 2) in the selection section (Sa 2-Sb 2) and the other side symmetrical section (Sa 3-Sb 3) according to mounting conditions of the wind resistance braking device in step 53);
55) accurately calculating the wind resistance braking force (Fa 2) borne by the optimal mounting position points (Pa 2 and Pb 2) again, and judging whether the sum of the wind resistance braking force (Fa 1) at the optimal position of the first wind resistance braking device and the wind resistance braking force (Fa 2) at the optimal position of the second group of wind resistance braking devices and the required wind resistance braking force (Fmin) are full or not; if the conditions are met, optimizing and selecting the mounting position of the wind resistance braking device of the vehicle under the operation of specific conditions is finished, and if the conditions are not met, optimizing and selecting the mounting position of the wind resistance braking device of the vehicle under the operation of specific conditions continues to execute the following steps;
6) optimally selecting and determining the positions of a plurality of groups of wind resistance braking devices: and (3) optimally calculating the positions of the multiple groups of wind resistance braking devices by referring to the method in the step 5) in a mode of gradually increasing the number of the groups of the wind resistance braking devices.
Preferably, the wind resistance braking device of the high-speed train meeting the bidirectional braking in the step 2) is a cat ear type wind resistance braking device, a distributed wind resistance braking device, a butterfly type wind resistance braking device or a hydraulic wind resistance braking device.
Preferably, the three-dimensional calculation model of the wind resistance braking device for the high-speed train fixedly marshalling and meeting the bidirectional braking in the step 2) is a simplified model for simplifying the connection of a windshield, a vehicle body door and window, the details of a bottom bogie and the like.
Preferably, the proportion of the three-dimensional calculation model of the wind resistance braking device of the fixed-marshalling high-speed train and the equal-proportion high-speed train meeting the bidirectional braking in the step 2) is one to one.
Preferably, in the step 3) of calculating the fluid mechanics model, the train running speed is greater than 300km/h, the car body height is the characteristic length of the calculated fluid, the car body surface and the braking wing are non-slip wall boundary conditions, and the upper surface and the side surface of the outer flow field are set as non-slip smooth wall boundary conditions.
Preferably, in the step 42) and the step 52), the point selection mode is to sequentially select points at equal intervals along the longitudinal direction.
The beneficial effects of the invention are as follows: the method for determining the optimization and selection of the installation position of the wind resistance braking device of the high-speed train can scientifically and reasonably solve the problems of complex and various installation of the wind resistance braking device of the high-speed train, large occupied space, insufficient braking force, low utilization efficiency of the braking wind wing plate and the like in the current stage, and meets the requirements of miniaturization, light weight, environmental protection, energy conservation, operation safety and stability of the installation and arrangement of the wind resistance braking device of the new-generation high-speed train.
Drawings
Fig. 1 is a three-dimensional structure diagram of a high-speed train wind resistance braking device applicable to the invention;
fig. 2 is a perspective structural view of a high-speed train wind resistance braking device to which the present invention is applied;
FIG. 3 is a flow chart of a method for determining the optimization and selection of the installation position of the windage brake device of the high-speed train according to the invention;
FIG. 4 is a schematic diagram of a multi-row braking wind wing plate arrangement of the determination method for optimizing and selecting the installation position of the wind resistance braking device of the high-speed train according to the invention;
FIG. 5 is a single-row braking wind wing plate resistance calculation extraction curve chart of the determination method for optimizing and selecting the installation position of the wind resistance braking device of the high-speed train according to the invention;
fig. 6 is a double-row braking wind wing plate resistance calculation extraction curve chart of the determination method for optimizing and selecting the installation position of the wind resistance braking device of the high-speed train.
Detailed Description
The invention will be further described with reference to the accompanying drawings in which:
the method is used for determining the selection of the setting position and the arrangement scale of the wind resistance braking device of the high-speed train by a computational fluid dynamics method in a mode of gradually expanding and increasing the arrangement of the optimal range of the longitudinal wind resistance braking device on the roof of a fixed multi-marshalling high-speed train by taking the braking force requirements of the high-speed train in a high-speed running stage and an emergency braking stage as targets, and the specific position optimization and selection determining method comprises the following steps.
1) Aiming at a specific vehicle type, the minimum wind resistance braking force (Fmin) required by a high-speed running stage and an emergency braking stage is determined by analyzing, calculating and determining the main technical parameters such as specific running line conditions, maximum running speed of train design, maximum braking distance, required minimum braking force and the like.
2) A three-dimensional calculation model of a certain proportion of fixed marshalling high-speed trains and an equal proportion of wind resistance braking devices of the high-speed trains meeting the bidirectional braking is created through a computer aided design technology, wherein the structure of a common high-speed train braking wind wing panel meeting the bidirectional braking is shown in figures 1 and 2.
3) And assembling a dynamic wind wing plate high-speed train computational fluid mechanics model.
4) Optimally selecting and determining the position of a single group of wind resistance braking devices;
41) setting boundary conditions, calculating fluid parameters and refining a calculation grid by taking a longitudinal total length range (S) between the front-end streamline type tail end connection parts of the fixed marshalling high-speed train head train and the tail train cab as a research space;
42) in the advancing direction of the train, the streamline type tail end connection part at the front end of the cab of the primary locomotive is taken as a research starting point, and the wind resistance braking force provided by the braking wind wing plate in the longitudinal total length range (S) is sequentially selected, calculated and analyzed;
43) drawing a position-wind resistance braking force curve of the wind resistance braking force in the step 42), sequentially deducting occupied sections of a high-speed train power receiving device, a connecting windshield, air conditioning equipment, signal equipment and the like on the curve, selecting a section (Sa 0-Sb 0) with large braking force and local stability, considering the characteristic of braking at the same relative position when the high-speed train runs in the reverse direction, and selecting a symmetrical section (Sa 1-Sb 1) at the other side position, as shown in FIG. 5;
44) optimally selecting optimal mounting position points (Pa 1, Pb 1) in the selection section (Sa 0-Sb 0) and the other side symmetrical section (Sa 1-Sb 1) according to mounting conditions of the wind resistance braking device in step 43);
45) accurately calculating the wind resistance braking force (Fa 1) borne by the optimal mounting position points (Pa 1 and Pb 1) again, and judging whether the wind resistance braking force (Fa 1) and the required wind resistance braking force (Fmin) of the optimal position of the first-row wind resistance braking device are full or not; if the conditions are met, optimizing and selecting the mounting position of the wind resistance braking device of the vehicle under the operation of the specific conditions is finished, and if the conditions are not met, optimizing and selecting the mounting position of the wind resistance braking device of the vehicle under the operation of the specific conditions continues to execute the following steps.
5) Optimally selecting and determining the positions of the two groups of wind resistance braking devices;
51) on the premise of the calculated optimal installation position points (Pa 1 and Pb 1) of the single-group wind resistance braking devices in the step 4), a longitudinal total length range (S) between the front end streamline type tail end connecting parts of the head train and the tail train cab of the high-speed train is fixedly marshalled by assembling the single-group wind resistance braking devices as a research space, the braking state is used as a research condition, a single-group braking wind wing plate is opened, boundary conditions are set, fluid parameters are calculated, and a calculation grid is refined;
52) in the advancing direction of the train, the streamline type tail end connection part at the front end of the cab of the head train is taken as a research starting point, and wind resistance braking force provided by a second group of braking wind wing devices under the braking influence of a single group of braking wind wing devices in the longitudinal total length range (S) is sequentially selected, calculated and analyzed;
53) drawing a position-wind resistance braking force curve of the wind resistance braking force in the step 52), sequentially deducting occupied sections of symmetrically designed single-group braking wind wing devices, high-speed train power receiving devices, connecting windshields, air conditioning equipment, signal equipment and the like on the curve, selecting a section (Sa 2-Sb 2) with large braking force and locally stable, considering the braking characteristic of the same relative position when the high-speed train runs in the reverse direction, and selecting a symmetrical section (Sa 3-Sb 3) at the other side position, as shown in FIG. 6;
54) optimally selecting optimal mounting position points (Pa 2, Pb 2) in the selection section (Sa 2-Sb 2) and the other side symmetrical section (Sa 3-Sb 3) according to mounting conditions of the wind resistance braking device in step 53);
55) accurately calculating the wind resistance braking force (Fa 2) borne by the optimal mounting position points (Pa 2 and Pb 2) again, and judging whether the sum of the wind resistance braking force (Fa 1) at the optimal position of the first wind resistance braking device and the wind resistance braking force (Fa 2) at the optimal position of the second group of wind resistance braking devices and the required wind resistance braking force (Fmin) are full or not; if the conditions are met, optimizing and selecting the mounting position of the wind resistance braking device of the vehicle under the operation of the specific conditions is finished, and if the conditions are not met, optimizing and selecting the mounting position of the wind resistance braking device of the vehicle under the operation of the specific conditions continues to execute the following steps.
6) And optimally selecting and determining the positions of a plurality of groups of wind resistance braking devices: the position optimization calculation of the multiple groups of wind resistance braking devices is carried out by calculating, selecting, optimizing and determining in a mode that the number of the groups of the wind resistance braking devices is gradually increased by referring to the method in the step 5), and is shown in fig. 3.
The wind resistance braking devices of the high-speed train meeting the bidirectional braking in the step 2) are cat ear type wind resistance braking devices, distributed wind resistance braking devices, butterfly type wind resistance braking devices and hydraulic wind resistance braking devices; the three-dimensional calculation models of the wind resistance braking device of the fixed marshalling high-speed train and the high-speed train meeting the bidirectional braking are simplified models such as simplified connecting windshields, train body doors and windows, bottom bogie details and the like; the three-dimensional calculation model proportion of the fixed marshalling high-speed train and the equal proportion of the wind resistance braking device meeting the bidirectional braking high-speed train is one to one. In the step 3), in the fluid mechanics model, the train running speed is greater than 300km/h, the train height is the characteristic length of the calculated fluid, the train surface and the braking wind wing are boundary conditions of a non-slip wall surface, and the upper surface and the side surface of the outer flow field are boundary conditions of a non-slip smooth wall surface. In the step 42) and the step 52), the point selection mode is that the points are sequentially selected and calculated at equal intervals along the longitudinal direction.
It should be noted that the references in this document to "left", "right", "front", "back", "inside", "outside", "upper", "lower", etc. indicate orientations or positional relationships based on the positional relationships shown in the drawings, and are only for convenience of describing the present technical solution and simplifying the description, but do not indicate or imply that the referred device or element must have a specific orientation, be configured or operated in a specific orientation, and thus, should not be construed as limiting the technical solution.
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 (6)
1. A method for determining optimization and selection of a mounting position of a wind resistance braking device of a high-speed train is characterized by comprising the following steps: the method aims at the braking force requirements of a high-speed train in a high-speed running stage and an emergency braking stage, the arrangement of the longitudinal wind resistance braking device on the roof of the fixed multi-marshalling high-speed train is gradually enlarged and increased, the selection of the setting position and the arrangement scale of the wind resistance braking device of the high-speed train is determined by a computational fluid dynamics method, and the specific position optimization and selection determining method comprises the following steps:
1) aiming at a specific vehicle type, analyzing, calculating and determining the wind resistance braking force (Fmin) required by a high-speed running stage and an emergency braking stage of the vehicle according to main technical parameters such as specific running line conditions, maximum running speed of train design, maximum braking distance, required minimum braking force and the like;
2) establishing a certain proportion of fixed marshalling high-speed trains and an equal proportion of three-dimensional calculation model of the wind resistance braking device of the high-speed trains meeting the bidirectional braking through a computer aided design technology;
3) assembling and constructing a computational fluid dynamics model of the high-speed train with the dynamic wind wing plates;
4) optimally selecting and determining the position of a single group of wind resistance braking devices;
41) setting boundary conditions, calculating fluid parameters and refining a calculation grid by taking a longitudinal total length range (S) between the front-end streamline type tail end connection parts of the fixed marshalling high-speed train head train and the tail train cab as a research space;
42) in the advancing direction of the train, the streamline type tail end connection part at the front end of the cab of the primary locomotive is taken as a research starting point, and the wind resistance braking force provided by the braking wind wing plate in the longitudinal total length range (S) is sequentially selected, calculated and analyzed;
43) drawing a position-wind resistance braking force curve of the wind resistance braking force in the step 42), sequentially deducting occupied sections of a high-speed train power receiving device, a connecting windshield, air conditioning equipment, signal equipment and the like on the curve, selecting a section (Sa 0-Sb 0) with large braking force and local stability, considering the characteristic of braking at the same relative position when the high-speed train runs in the reverse direction, and selecting a symmetrical section (Sa 1-Sb 1) at the other side;
44) optimally selecting optimal mounting position points (Pa 1, Pb 1) in the selection section (Sa 0-Sb 0) and the other side symmetrical section (Sa 1-Sb 1) according to mounting conditions of the wind resistance braking device in step 43);
45) accurately calculating the wind resistance braking force (Fa 1) borne by the optimal mounting position points (Pa 1 and Pb 1) again, and judging whether the optimal position wind resistance braking force (Fa 1) and the required wind resistance braking force (Fmin) of the first-row wind resistance braking device are full or not; if the conditions are met, optimizing and selecting the mounting position of the wind resistance braking device of the vehicle under the operation of specific conditions is finished, and if the conditions are not met, optimizing and selecting the mounting position of the wind resistance braking device of the vehicle under the operation of specific conditions continues to execute the following steps;
5) optimally selecting and determining the positions of the two groups of wind resistance braking devices;
51) on the premise of the calculated optimal installation position points (Pa 1 and Pb 1) of the single-group wind resistance braking devices in the step 4), a longitudinal total length range (S) between the front end streamline type tail end connecting parts of the head train and the tail train cab of the high-speed train is fixedly marshalled by assembling the single-group wind resistance braking devices as a research space, the braking state is used as a research condition, a single-group braking wind wing plate is opened, boundary conditions are set, fluid parameters are calculated, and a calculation grid is refined;
52) in the advancing direction of the train, the streamline type tail end connection part at the front end of the head train cab is taken as a research starting point, and the wind resistance braking force provided by the second group of braking wind wing devices under the braking influence of the single group of braking wind wing devices in the longitudinal total length range (S) is sequentially selected, calculated and analyzed;
53) drawing a position-wind resistance braking force curve of the wind resistance braking force in the step 52), sequentially deducting occupied sections of symmetrically designed single-group braking wind wing devices, high-speed train power receiving devices, connecting windshields, air conditioning equipment, signal equipment and the like on the curve, selecting a section (Sa 2-Sb 2) with large braking force and local stability, and selecting a symmetrical section (Sa 3-Sb 3) at the other side position by considering the characteristic of braking at the same relative position when the high-speed train runs in the reverse direction;
54) optimally selecting optimal mounting position points (Pa 2, Pb 2) in the selection section (Sa 2-Sb 2) and the other side symmetrical section (Sa 3-Sb 3) according to mounting conditions of the wind resistance braking device in step 53);
55) accurately calculating the wind resistance braking force (Fa 2) borne by the optimal mounting position points (Pa 2 and Pb 2) again, and judging whether the sum of the wind resistance braking force (Fa 1) at the optimal position of the first wind resistance braking device and the wind resistance braking force (Fa 2) at the optimal position of the second group of wind resistance braking devices and the required wind resistance braking force (Fmin) are full or not; if the conditions are met, optimizing and selecting the mounting position of the wind resistance braking device of the vehicle under the operation of specific conditions is finished, and if the conditions are not met, optimizing and selecting the mounting position of the wind resistance braking device of the vehicle under the operation of specific conditions continues to execute the following steps;
6) optimally selecting and determining the positions of a plurality of groups of wind resistance braking devices: and (3) optimally calculating the positions of the multiple groups of wind resistance braking devices by referring to the method in the step 5) in a mode of gradually increasing the number of the groups of the wind resistance braking devices.
2. The method for determining the optimization and selection of the installation position of the wind resistance braking device of the high-speed train according to claim 1, is characterized in that: the wind resistance braking device of the high-speed train meeting the bidirectional braking in the step 2) is a cat ear type wind resistance braking device, a distributed wind resistance braking device, a butterfly type wind resistance braking device and a hydraulic wind resistance braking device.
3. The method for determining the optimization and selection of the installation position of the wind resistance braking device of the high-speed train according to claim 1, is characterized in that: the three-dimensional calculation model of the high-speed train fixed marshalling and the high-speed train wind resistance braking device meeting the bidirectional braking in the step 2) is a simplified model for simplifying and connecting the details of windshields, doors and windows of the train body, bottom bogies and the like.
4. The method for determining the optimization and selection of the installation position of the wind resistance braking device of the high-speed train according to claim 1, is characterized in that: in the step 2), the high-speed train is fixedly marshalled and the proportion of the three-dimensional calculation model of the wind resistance braking device of the high-speed train meeting the bidirectional braking is one to one.
5. The method for determining the optimization and selection of the installation position of the wind-resistance braking device of the high-speed train according to claim 1, characterized by comprising the following steps: in the step 3), in the fluid mechanics model, the train running speed is greater than 300km/h, the train height is the characteristic length of the calculated fluid, the train surface and the braking wind wing are boundary conditions of a non-slip wall surface, and the upper surface and the side surface of the outer flow field are boundary conditions of a non-slip smooth wall surface.
6. The method for determining the optimization and selection of the installation position of the wind resistance braking device of the high-speed train according to claim 1, is characterized in that: in the step 42) and the step 52), the point selection mode is that the points are sequentially selected and calculated at equal intervals along the longitudinal direction.
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