Windbreak wall setting method and system for improving train safety speed in strong wind environment

Abstract

The present invention discloses a method and system for setting a windshield wall for improving the safe speed of trains in a strong wind environment. The method and system determine the range of the safe rollover coefficient of the train, and obtain different types of trains and different types of driving environments that may appear in the area to be set; respectively construct fitting curves between the rollover coefficients of the different types of trains and the height of the windshield wall in the area to be set when the trains are driving in the different types of driving environments in the area to be set; for each fitting curve, find the safe windshield wall height range corresponding to the range of the safe rollover coefficient of the train from the fitting curve; find the intersection of the safe windshield wall height ranges on all fitting curves, select the optimal windshield wall height from the intersection, and install the windshield wall in the area to be set according to the optimal windshield wall height. The windshield constructed by the present invention can effectively protect different trains in different driving environments from wind, thereby improving the safe speed of the train.

Description

Technical Field

[0001] The present invention relates to the technical field of windbreak wall installation, and in particular to a windbreak wall installation method and system for improving the safe speed of trains in a strong wind environment. Background Art

[0002] Strong winds are extremely harmful to driving safety. Under their influence, the aerodynamic performance of trains deteriorates, not only does the aerodynamic resistance increase rapidly, but also seriously affects the running stability and safety of trains. For some special wind environments, such as wind outlet areas of extra-large bridges, viaducts, embankments, hills and mountains, and curved sections where lateral aerodynamic forces and centrifugal forces are superimposed, the flow field around the train changes more prominently, and the aerodynamic forces increase significantly, which greatly increases the possibility of train derailment and rollover. The wind environment of my country's high-speed railways is complex. The western part of my country is a high-wind-prone area, and the eastern and southeastern coastal areas are often hit by typhoons. Trains will be affected by sudden loads, which will increase the lateral vibration of the vehicle and increase the possibility of overturning. Since the opening of the Lanzhou-Xinjiang Conventional Railway, there have been many incidents of strong winds blowing over trains or forcing them to stop running due to excessive winds. The opened Shanghai-Hangzhou, Shanghai-Nanjing, Guangzhou-Shenzhen and other lines are close to the coast and are often hit by typhoons. The total length of the Lanzhou-Xinjiang High-speed Railway crossing the strong wind area is more than 500 kilometers. With the increase in train running speed, the impact of strong winds on train running safety is more prominent.

[0003] In order to improve the safety of train operation in strong winds, building a windbreak wall is the most effective method. However, parameters such as the height of the windbreak wall are key parameters that determine the windbreak wall's windproof effect. If the windbreak wall is not high enough, the windproof effect will be insufficient; if the windbreak wall is too high, the windproof effect will be excessive. On the same line, the types of trains in operation, train heights, and terrain conditions are different. These are all important influencing parameters that determine the reasonable height of the windbreak wall. Therefore, how to reasonably determine the height of the windbreak wall under the influence of multiple parameters is crucial for the windbreak wall to have a good windproof effect. Summary of the invention

[0004] The present invention provides a method and system for setting a windbreak wall for improving the safe speed of a train in a strong wind environment, and is used to solve the technical problem that the existing windbreak wall cannot effectively prevent wind.

[0005] In order to solve the above technical problems, the technical solution proposed by the present invention is:

[0006] A method for setting a windbreak wall to improve the safe speed of a train in a strong wind environment comprises the following steps:

[0007] Determine the range of train safety rollover coefficients, and obtain different types of trains and different types of driving environments that may appear in the area to be set;

[0008] Constructing fitting curves between the rollover coefficients of different types of trains and the heights of the windshield walls in the area to be set when the trains are running in different types of driving environments in the area to be set;

[0009] For each fitting curve, find the safe windbreak wall height range corresponding to the train safety rollover coefficient range from the fitting curve;

[0010] Calculate the intersection of the safe windbreak wall height ranges on all fitting curves, select the optimal windbreak wall height from the intersection, and install the windbreak wall in the area to be set up according to the optimal windbreak wall height.

[0011] Preferably, suppose that there are N types of train running environments and M types of trains, then there are N×M types of fitting curves, and the intersection of the height range of the safety windshield wall is H={h i}, i = 1, 2, 3, ..., K, K is the number of safe windbreak wall heights in the intersection, h i is the height value of the i-th windbreak wall in the intersection, and the i-th height value h in the intersection i The corresponding set of overturning coefficients of all fitting curves is is the i-th height value h i The corresponding rollover coefficient value on the jth fitting curve; the i-th height value h i The corresponding maximum downwind capsizing coefficient is The corresponding maximum upwind capsizing coefficient Select the optimal windbreak wall height from the intersection and solve the following formula to obtain:

[0012]

[0013] Preferably, when the intersection of the safe windshield height ranges on all fitting curves of the area to be set is an empty set, the area to be set is divided into multiple sub-areas, wherein the principle of dividing the sub-areas is that the difference in windshield heights of the divided sub-areas is small and the number of windshield height categories is small, and the division is preferentially performed according to the road condition type;

[0014] For each sub-area A, the following steps are performed:

[0015] Construct fitting curves between the rollover coefficients of different types of trains and the heights of windshield walls in sub-area A when the trains are traveling in different types of driving environments in sub-area A respectively; calculate the intersection of all fitting curves between the heights of windshield walls in sub-area A, select the optimal height of windshield wall in sub-area A from the intersection, and install the windshield in sub-area A according to the optimal height of windshield wall in sub-area A.

[0016] Preferably, different types of trains include: any combination of EMUs, single-decker passenger cars, double-decker passenger cars, single-decker container cars, covered cars, open cars, tank cars, and flat cars; the driving environment is classified according to road conditions, terrain, vehicle speed, and train running position.

[0017] Preferably, the road condition categories include: flat ground, 3m embankment, 5m embankment, 8m embankment, 10m embankment, 15m embankment, 3m road cutting, 5m road cutting, 8m road cutting. The bridge height is determined according to the arrangement position of the strong wind monitoring point. If the strong wind monitoring point is arranged on the line contact network column, the bridge height can be ignored. If the strong wind monitoring point is arranged in an open area outside the line, it is necessary to combine the lowest and highest bridge heights in the line and divide the bridges of different heights at intervals of 5m.

[0018] The incoming wind speed angle categories include: 0°, 15°, 30°, 45°, 60°, 70°, 80°, and 90°. In order to save calculation workload, the wind direction angle range of 0° to 60° is divided into 15° intervals to calculate the windbreak effect of the windbreak wall under different wind direction angles. However, after 60°, due to the serious flow separation, the relationship between the aerodynamic load and the wind direction angle may no longer be single, so the calculation is encrypted to 10 intervals.

[0019] Train operation location categories include: Line 1 and Line 2.

[0020] Preferably, constructing fitting curves between the rollover coefficients of different types of trains and the heights of the windshield walls in the areas to be set when the trains are running in different types of running environments, respectively, comprises the following steps:

[0021] (1) Calculate the aerodynamic load of the train under different wind directions under the condition of a given windbreak height, find the most unfavorable wind direction, and determine the maximum aerodynamic load;

[0022] (2) Apply the maximum aerodynamic load to the train dynamics calculation model and calculate the train rollover coefficient under given windshield conditions;

[0023] (3) Use the cubic fitting curve to draw the corresponding curve between the windbreak wall height and the overturning coefficient.

[0024] A computer system comprises a memory, a processor and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the steps of the above method are implemented.

[0025] The present invention has the following beneficial effects:

[0026] 1. The method and system for setting up a windshield wall for improving the safe speed of trains in a strong wind environment in the present invention determines the range of the train's safe rollover coefficient, and obtains different types of trains and different types of driving environments that may appear in the area to be set; respectively constructs fitting curves between the rollover coefficients of different types of trains and the height of the windshield wall in the area to be set when they are driving in different types of driving environments in the area to be set; for each fitting curve, finds the safe windshield wall height range corresponding to the range of the train's safe rollover coefficient from the fitting curve; finds the intersection of the safe windshield wall height ranges on all fitting curves, selects the optimal windshield wall height from the intersection, and installs the windshield wall in the area to be set according to the optimal windshield wall height. The present invention comprehensively considers the windshield wall's windproof effect on different types of vehicles in different driving environments and then determines the optimal height of the windshield wall, so that the constructed windshield wall can effectively protect different trains in different driving environments from windbreaks, thereby improving the safe speed of the train.

[0027] 2. In the preferred embodiment, the present invention can greatly improve the vehicle stability of trains in the setting area by selecting the corresponding windbreak wall height when the absolute value of the downwind and upwind rollover coefficients is the smallest from the intersection of the safe windbreak wall height ranges on all fitting curves as the optimal windbreak wall height.

[0028] In addition to the above-described purposes, features and advantages, the present invention has other purposes, features and advantages. The present invention will be further described in detail below with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] The drawings constituting a part of this application are used to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0030] Figure 1 It is a schematic diagram of the vortex structure and load of the train flow field when there is no windshield wall;

[0031] Figure 2 This is a schematic diagram of the vortex structure and load of the train flow field when there is a windshield wall;

[0032] Figure 3 is a schematic diagram of a comprehensive method for determining a reasonable height of a windbreak wall in a preferred embodiment of the present invention;

[0033] Figure 4 It is a flow chart of the method for setting a windbreak wall for improving the safe speed of a train in a strong wind environment in the present invention. DETAILED DESCRIPTION

[0034] The embodiments of the present invention are described in detail below with reference to the accompanying drawings, but the present invention can be implemented in many different ways as defined and covered by the claims.

[0035] Embodiment 1:

[0036] like Figure 4 As shown, this embodiment discloses a method for setting a windbreak wall to improve the safe speed of a train in a strong wind environment, comprising the following steps:

[0037] Determine the range of train safety rollover coefficients, and obtain different types of trains and different types of driving environments that may appear in the area to be set;

[0038] Constructing fitting curves between the rollover coefficients of different types of trains and the heights of the windshield walls in the area to be set when the trains are running in different types of driving environments in the area to be set;

[0039] For each fitting curve, find the safe windbreak wall height range corresponding to the train safety rollover coefficient range from the fitting curve;

[0040] Calculate the intersection of the safe windbreak wall height ranges on all fitting curves, select the optimal windbreak wall height from the intersection, and install the windbreak wall in the area to be set up according to the optimal windbreak wall height.

[0041] In addition, in this embodiment, a computer system is also disclosed, including a memory, a processor, and a computer program stored in the memory and executable on the processor, and the steps of the above method are implemented when the processor executes the computer program.

[0042] The method and system for setting a windshield wall for improving the safe speed of trains in a strong wind environment in the present invention determines the range of the train's safe rollover coefficient, and obtains different types of trains and different types of driving environments that may appear in the area to be set; respectively constructs fitting curves between the rollover coefficients of different types of trains and the height of the windshield wall in the area to be set when they are driving in different types of driving environments in the area to be set; for each fitting curve, finds the safe windshield wall height range corresponding to the range of the train's safe rollover coefficient from the fitting curve; finds the intersection of the safe windshield wall height ranges on all fitting curves, selects the optimal windshield wall height from the intersection, and installs the windshield wall in the area to be set according to the optimal windshield wall height. The present invention comprehensively considers the windshield wall's windproof effect on different types of vehicles in different driving environments and then determines the optimal height of the windshield wall, so that the constructed windshield wall can effectively protect different trains in different driving environments, thereby improving the safe speed of the train.

[0043] Embodiment 2:

[0044] Embodiment 2 is a preferred embodiment of Embodiment 1, and its difference from Embodiment 1 is that the specific steps of the method for setting a windshield wall for improving the safe speed of a train in a strong wind environment are optimized:

[0045] In order to increase the safe speed limit of trains in strong winds, the wind-induced overturning moment and lift of the train are made as close to zero as possible by adjusting the vortex structure of the flow field on the windward and leeward sides of the vehicle body and on the top and bottom of the vehicle body, so as to achieve a generalized balance of aerodynamic loads. Figure 1 As shown, in the absence of a windbreak wall, the windward side of the train is subjected to a larger positive pressure, while the leeward side is subjected to a larger negative pressure. Therefore, the train is subjected to a lateral force consistent with the direction of the incoming flow. Both the roof and the bottom of the train are under negative pressure, but the negative pressure on the roof is much greater than that on the bottom of the train. Therefore, the train is subjected to an upward lift.

[0046] like Figure 2 As shown in the figure, in order to improve the safety of trains in strong winds, it is necessary to control the flow field structures on both sides and above and below the train to be basically the same, and the pressures they receive are close in magnitude and offset each other, thereby controlling the aerodynamic loads on the train and improving the safety of train operation. The most effective way is to build a windbreak wall on the incoming flow side, but the reasonable height of the windbreak wall is the key to determining whether a good wind protection effect can be achieved.

[0047] Due to the differences in vehicle type, road conditions, wind speed, speed and train running position (line 1, line 2), the corresponding optimal windbreak height is different. To ensure the safety of train operation in a windy environment, the first thing to do is to ensure that the train's rollover coefficient does not exceed the allowed 0.8. Therefore, in the process of determining the height of the windbreak, the ultimate evaluation indicator is that the rollover coefficient does not exceed 0.8. Figure 3 The following shows how to determine the appropriate height of the windbreak wall:

[0048] Step 1: Obtain different types of trains and different types of driving environments that may appear in the area to be set, and construct fitting curves between the rollover coefficients of different types of trains and the heights of the windshield walls in the area to be set when the trains are running in different types of driving environments in the area to be set;

[0049] In this embodiment, different types of trains include: any combination of single-decker passenger cars, double-decker passenger cars, single-decker container cars, covered cars, open cars, tank cars, and flat cars; the driving environment is classified according to road conditions, terrain, vehicle speed, and train running position.

[0050] For certain specific conditions, calculate the overturning coefficient corresponding to different windbreak wall heights. Figure 3 In the figure, the fitting curve with serial number 1 represents the relationship between the rollover coefficient of a single-decker bus and the height of the windshield when the single-decker bus is running at the 1-line position on flat ground (the line close to the windshield is defined as 1-line, and the line far from the windshield is defined as 2-line). There are many types of vehicles on a line, especially for ordinary speed lines, so many fitting curves corresponding to the height of the windshield and the rollover coefficient are obtained, such as Figure 3 2, 3, 4, 5, 6... among them.

[0051] Step 2: For each fitting curve, find the safe windbreak wall height range corresponding to the train safety rollover coefficient range from the fitting curve; find the intersection of the safe windbreak wall height ranges on all fitting curves to obtain the reasonable range of the windbreak wall height in the area to be set;

[0052] Assuming that the train safety rollover coefficient range is [0.8, -0.8], the positive rollover coefficient D = 0.8 and the negative rollover coefficient D = -0.8 are used as the critical area to intercept each of the above windbreak wall height-rollover coefficient fitting curves. The windbreak wall heights corresponding to the curves in the interval of D = ±0.8 all meet the operation safety requirements. Figure 3 The intersection area where the six curves finally meet the requirements of the overturning coefficient is between the windbreak wall heights H1 and H3. The more windbreak wall height-overturning coefficient curves there are, the smaller the reasonable range of the windbreak wall height will be.

[0053] Step 3: Select the optimal windbreak wall height from the reasonable range of windbreak wall heights in the area to be set up.

[0054] Figure 3 The above H1-H3 interval meets the safety requirements of the rollover coefficient of the working conditions represented by the six curves. However, it is not the optimal height. For example, the height corresponding to H1 has a rollover coefficient of the limit value of 0.8 for curve 6, and an ideal value close to 0 for curve 1. The rollover coefficients corresponding to curves 2, 3, 4, and 5 are between 0 and 0.8. The height corresponding to H3 has a rollover coefficient of -0.8 for curve 4, and an ideal value close to 0 for curve 5. The rollover coefficients corresponding to curves 1, 2, 3, and 6 are between -0.8 and 0. To obtain a relatively ideal windbreak height for all working conditions (each curve in the figure corresponds to a working condition), the following conditions need to be met:

[0055] min(|D1|+|D2|),st|D1|→|D2| (1)

[0056] Among them, D1 is the downwind capsizing coefficient, and D2 is the upwind capsizing coefficient, which is the corresponding H2 height in the figure.

[0057] For any line or section, before determining the reasonable height of the windbreak wall, it is necessary to determine the influencing parameters involved, including vehicle type (different passenger trains, freight trains), road conditions (flat land, embankment, cutting, bridge), terrain (windward terrain, leeward terrain), line location (line 1, line 2), and then obtain a certain windbreak wall height-rollover coefficient curve shown in the figure according to any specific conditions, and obtain the windbreak wall height range by combining all curves, and then obtain the most reasonable windbreak wall height according to formula (1). However, if there are too many influencing parameters and too many curves, it may be impossible to find a common set in the end, then it is necessary to divide the line or section into smaller parts and build windbreak walls of different heights according to the road conditions or terrain conditions of different sections.

[0058] The basic idea of ​​subdividing subdomains is to make the height of windbreak walls as uniform as possible. If it cannot be unified, the height classification of windbreak walls should be reduced as much as possible. Because there are too many types of windbreak wall heights, it will greatly increase the difficulty of on-site construction. In addition, the height difference of windbreak walls will guide the airflow from the high windbreak wall area to the low windbreak wall area. In the transition area of ​​windbreak walls of different heights, an airflow concentration area will be formed, which will affect the windbreak effect. Therefore, it is necessary to set up transition windbreak walls in the transition area of ​​windbreak walls of different heights, but it will also further increase the difficulty and workload of on-site construction. Therefore, the basic idea of ​​subdividing subdomains is as follows: ① The road condition type (flat land, embankment, cutting, bridge) is selected as the segmentation node first, and the above method is used to analyze the intersection of the windbreak wall height range of each road condition. ② If the intersection cannot be found according to the road condition type, the road condition type is subdivided again, such as dividing the embankment into embankments of different heights and the cutting into cuttings of different depths. For each subdivided road condition, the above method is used to analyze the reasonable windbreak height range until a common intersection is found. ③ The principle of road condition segmentation mainly considers the interval of windbreak wall height. According to the convenience of on-site construction, the height of windbreak wall is generally set at intervals of 0.25m. The aerodynamic performance of trains is calculated by computational fluid dynamics method, and the train operation safety index is calculated by dynamics. It is found that the embankments are divided into 3m, 5m, 8m, 10m, and 15m (the highest embankments found in the current railway survey in windy areas), and the cutting depths are divided into 3m, 5m, and 8m (windbreak wall is not required when the depth exceeds 8m). The height of windbreak wall at intervals of 0.25m can meet the wind protection requirements for train operation safety. ④ When determining the sub-domain subdivision of the height of the windbreak wall on the bridge, there are two cases. If it is a high-speed railway where the strong wind monitoring point is arranged on the railway contact network column, since the wind speed at the strong wind monitoring point itself reflects the change of wind speed with the bridge height, it can be processed according to the unified bridge height, which will not affect the determination of the height of the windbreak wall; if it is a conventional railway such as Lanzhou-Xinjiang and Nanjiang where the strong wind monitoring point is arranged in the open area outside the line, it is necessary to combine the lowest and highest bridge heights in the line and divide the bridges of different heights at intervals of 5m, so as to determine the reasonable height of the windbreak wall for bridges of different heights. ⑤ If it is necessary to set up windbreak walls of different heights, a transitional windbreak wall needs to be set up in the transition section of the two height windbreak walls. The specific setting method needs to be combined with the terrain conditions and the flow field simulation analysis method is used to ensure that there is no significant mutation in the distribution of the wind speed near 3m from the track surface in the longitudinal direction (train running direction).

[0059] Embodiment three:

[0060] Embodiment 3 is a preferred embodiment of embodiment 2. In this embodiment, the height of the windbreak wall of Lanzhou-Xinjiang Conventional Railway is set by the method in embodiment 2, including the following steps:

[0061] For the Lanzhou-Xinjiang conventional railway, the following conditions were considered when setting the windbreak wall of reasonable height.

[0062] ① Vehicle type: single-decker bus, double-decker bus, single-decker container bus, boxcar, open car, tanker truck, flat car;

[0063] ②Road conditions: flat land, 3m embankment, 5m embankment, 8m embankment, 10m embankment, 15m embankment, 3m cutting, 5m cutting, 8m cutting, 4m bridge, 6m bridge, 8m bridge, 10m bridge, 12m bridge, 18m bridge;

[0064] ③Incoming wind speed angle: 0°, 15°, 30°, 45°, 60°, 70°, 80°, 90°;

[0065] ④Vehicle position: Line 1, Line 2

[0066] For each type of vehicle, we first calculate the safety of train operation under different road conditions, vehicle positions and traffic directions, and determine the reasonable height of the windbreak wall for each type of vehicle. Then, based on each type of vehicle, we use the above method to finally obtain the reasonable height of the windbreak wall to be 2.5m to 3.0m, which is related to the terrain on the windward side. The reasonable height of the windbreak wall in flat areas is 2.5m, and the reasonable height of the windbreak wall in areas with hills on the windward side is 3.0m.

[0067] Among them, the comparison of the wheel stopping wind speed of several common vehicle models before and after the optimization of the windbreak wall of Lanzhou-Xinjiang Conventional Railway is shown in Table 1:

[0068] Table 1 Comparison of the wheel-stopping wind speeds of several common vehicle models before and after the optimized windbreak wall of Xinjiang Railway

[0069]

[0070] It can be seen from Table 1 that the optimized windbreak wall height can significantly increase the safe operating speed limit of trains, especially freight trains, in severe wind environments.

[0071] In summary, the windshield setting method and system for improving the safe speed of trains in strong winds in the present invention determines the range of the train's safe rollover coefficient, and obtains different types of trains and different types of driving environments that may appear in the area to be set; respectively constructs fitting curves between the rollover coefficients of different types of trains and the height of the windshield in the area to be set when they are traveling in different types of driving environments in the area to be set; for each fitting curve, finds the safe windshield height range corresponding to the train's safe rollover coefficient range from the fitting curve; finds the intersection of the safe windshield height ranges on all fitting curves, selects the optimal windshield height from the intersection, and installs the windshield in the area to be set according to the optimal windshield height. The present invention comprehensively considers the windshield's windproof effect on different types of vehicles in different driving environments and then determines the optimal height of the windshield, so that the constructed windshield can effectively protect different trains in different driving environments from windshields, thereby improving the safe speed of the train.

[0072] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. For those skilled in the art, the present invention may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A method for setting a windbreak wall to improve the safe speed of a train in a strong wind environment, characterized in that: The following steps are involved: Determine the range of train safety rollover coefficients, and obtain different types of trains and different types of driving environments that may appear in the area to be set; Constructing respectively fitting curves between the rollover coefficients of the trains of different types and the heights of the windshield walls of the area to be set when the trains of different types travel in the travel environments of different types in the area to be set; For each fitting curve, searching the height range of the safety windshield wall corresponding to the safety rollover coefficient range of the train from the fitting curve; Calculate the intersection of the safe windbreak wall height ranges on all fitting curves, select the optimal windbreak wall height from the intersection, and install the windbreak wall in the area to be installed according to the optimal windbreak wall height; Assume that there are N types of train running environments and M types of trains, then there are N×M types of fitting curves. Assume that the intersection of the height range of the safety windshield wall is H={h i }, i = 1, 2, 3, ..., K, K is the number of safety windbreak wall heights in the intersection, h i is the height value of the i-th windbreak wall in the intersection, and the i-th height value h in the intersection i The corresponding set of overturning coefficients of all fitting curves is is the i-th height value h i The corresponding rollover coefficient value on the jth fitting curve; the i-th height value h i The corresponding maximum downwind capsizing coefficient is The corresponding maximum upwind capsizing coefficient The optimal windbreak wall height is selected from the intersection and obtained by solving the following formula: Constructing respectively fitting curves between the rollover coefficients of the trains of different types and the heights of the windbreak walls in the areas to be set when the trains of different types are running in the running environments of different types, comprising the following steps: (1) Calculate the aerodynamic load of the train under different wind directions under the condition of a given windbreak height, find the most unfavorable wind direction, and determine the maximum aerodynamic load; (2) Apply the maximum aerodynamic load to the train dynamics calculation model and calculate the train rollover coefficient under given windshield conditions; (3) Use the cubic fitting curve to draw the corresponding curve between the windbreak wall height and the overturning coefficient.

2. The method for installing a windbreak wall to improve the safe speed of a train in a strong wind environment according to claim 1, characterized in that: When the intersection of the safe windshield height ranges on all the fitting curves of the area to be set is an empty set, the area to be set is divided into multiple sub-areas, wherein the principle of dividing the sub-areas is that the windshield height difference of each sub-area after division is small and the windshield height categories are few, and the road condition type is prioritized for division; For each sub-area A, the following steps are performed: Construct respectively fitting curves between the rollover coefficients of the different types of trains and the heights of the windshield walls in the sub-area A when the trains are traveling in the different types of driving environments in the sub-area A; obtain the intersection of all fitting curves between the heights of the windshield walls in the sub-area A, select the optimal height of the windshield wall in the sub-area A from the intersection, and install the windshield wall in the sub-area A according to the optimal height of the windshield wall in the sub-area A.

3. The method for installing a windbreak wall to improve the safe speed of a train in a strong wind environment according to claim 2 is characterized in that: The different types of trains include: any combination of EMUs, single-decker passenger cars, double-decker passenger cars, single-decker container cars, covered cars, open cars, tank cars, and flat cars; the driving environment is classified according to road conditions, terrain, vehicle speed, and train running position.

4. The method for installing a windbreak wall to improve the safe speed of a train in a strong wind environment according to claim 3 is characterized in that: The road condition categories include: flat ground, 3m embankment, 5m embankment, 8m embankment, 10m embankment, 15m embankment, 3m road cutting, 5m road cutting, 8m road cutting. The height of the bridge is determined according to the layout of the strong wind monitoring point. If the strong wind monitoring point is arranged on the line contact network column, the bridge height can be ignored. If the strong wind monitoring point is arranged in an open area outside the line, it is necessary to combine the lowest and highest bridge heights in the line and divide the bridges of different heights at intervals of 5m. The incoming wind speed angle categories include: 0°, 15°, 30°, 45°, 60°, 70°, 80°, 90°; The train running position categories include: line one and line two.

5. A computer system comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 4 are implemented.

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