High-speed train with adaptive flow guiding structure and flow guiding method

Abstract

The application provides a high-speed train with an adaptive flow guide structure and a flow guide method, and relates to the technical field of transportation. The high-speed train comprises a train, a middle train formation, a head car and a tail car arranged at the front and rear ends of the middle train formation, a device cabin arranged at the bottom of the head car, the tail car and each compartment, a bogie cabin formed by upward concave of the device cabin, two bogie cabins and a bogie arranged in the bogie cabin. A first flow guide structure is arranged at the edge of the bogie cabin corresponding to the head car and the tail car. A second flow guide structure is arranged at the connection between the device cabin and the bogie cabin corresponding to each compartment. One second flow guide structure is arranged in front of and behind each bogie cabin under the same compartment. The flow guide directions of the two second flow guide structures in front of and behind the same bogie cabin are opposite. The second flow guide structure comprises a flow guide plate and an angle opening and closing mechanism. The angle opening of the flow guide plate is dynamically adjusted by the angle opening and closing mechanism.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of traffic technology, in particular to a high-speed train flow guiding method with self-adaptive flow guiding structure. BACKGROUND

[0002] The resistance suffered by a running high-speed train mainly includes mechanical resistance and aerodynamic resistance, wherein the aerodynamic resistance is directly proportional to the square of the train running speed. Compared with a 350KM / H high-speed train of the same shape, the total resistance of a 400KM / H train increases by nearly 30% during operation, and the air resistance accounts for more than 90% of the total resistance, so the sharply increased aerodynamic resistance leads to a significant increase in train operation energy consumption. Therefore, reducing the aerodynamic resistance of the train has become a hot spot in aerodynamics research in recent years.

[0003] The bogie and wheelset are important structures at the bottom of the train, and their complex structure greatly affects the aerodynamic performance of the train during running. Under the condition of no crosswind, the bogie resistance accounts for more than 20% of the total train resistance, and under the crosswind environment, the bogie resistance sharply increases to more than 40% of the total train resistance. As can be seen, the bogie part is one of the important components of the train running resistance.

[0004] Since the bogie resistance of the head and tail cars is most significant in actual operation, and the power car bogie has heat dissipation and complex structure, the existing bogie covering design mainly takes the bogie bottom plate of the head and tail cars of the trailer as the research object. However, after covering the bogie bottom plate of the head and tail cars, although the head and tail car formation can obtain good drag reduction effect, the airflow impact on the bogie area of the middle car formation is enhanced, and the positive pressure on the windward side increases, resulting in an increase in resistance. The existing air flow guiding device with automatic control function is mainly used to reduce the air resistance caused by the gap at the top of the car, but due to the characteristics of multiple high-speed train formations and long overall length, it is impossible to achieve the optimal effect through a single bottom bogie flow guiding device and fixed control strategy.

[0005] Therefore, a bottom self-adaptive adjusting flow guiding device based on the running direction, running speed and flow field pressure change around the bogie of the high-speed train is designed, and the opening angle of the flow guiding device of the bogie area of the middle car formation is independently adjusted according to the flow state (including pressure and flow velocity) of the windward surface of the bogie, so as to reduce the airflow impact on the bogie of the middle car after the bottom plate of the head car is covered, which has important engineering significance and research value for improving the drag reduction effect of the high-speed train, reducing the running energy consumption and ensuring the train running safety. SUMMARY

[0006] The application provides a high-speed train flow guiding method with adaptive flow guiding structure, which aims to set a second flow guiding structure at the bottom of a car in a middle car group, sequentially adaptively guide the front flow guiding structure in the advancing direction, automatically adjust the opening angle of the second flow guiding structure, and reduce the aerodynamic resistance of train operation.

[0007] In order to achieve the above-mentioned purpose, the embodiment of the application provides a high-speed train with adaptive flow guiding structure, which comprises:

[0008] The train comprises a middle car group and a head car and a tail car arranged at the front and rear ends of the middle car group, the middle car group is provided with at least two cars, and the bottom of each car is provided with an equipment cabin, the equipment cabin is upwardly recessed to form a bogie cabin, the bogie cabin is two, and the bogie cabin is provided with a bogie;

[0009] The edge of the bogie cabin corresponding to the head car and the tail car is provided with a first flow guiding structure, the first flow guiding structure is a fixed flow guiding structure, and the first flow guiding structure is characterized in that:

[0010] The connection between the equipment cabin and the bogie cabin corresponding to each car is provided with a second flow guiding structure, one second flow guiding structure is arranged in front of and behind each bogie cabin under the same car, and the flow guiding directions of the two second flow guiding structures in front of and behind the same bogie cabin are opposite.

[0011] The second flow guiding structure comprises a flow guiding plate and an angle opening and closing mechanism, and the angle opening and closing mechanism is used for dynamically adjusting the opening angle of the flow guiding plate.

[0012] Preferably, the second flow guiding structure further comprises a surface pressure sensor and a controller, the surface pressure sensor is used for detecting the surface pressure of the windward side of the bogie, the surface pressure sensor is respectively connected with the controller in signal connection, and the controller is connected with the angle opening and closing mechanism in signal connection to adjust the size of the opening angle.

[0013] Preferably, the angle opening and closing mechanism comprises a horizontal connecting rod and a vertical connecting rod, the horizontal connecting rod is installed on the inner side of the car, the two ends of the horizontal connecting rod are provided with turbines, the vertical connecting rod is provided with external threads engaged with the turbines, one end of the vertical connecting rod is hingedly connected with the flow guiding plate, and the horizontal connecting rod drives the vertical connecting rod to move to adjust the opening angle of the flow guiding plate.

[0014] Preferably, the angle opening and closing mechanism further comprises a servo motor, the servo motor is connected with the controller in signal connection, and the servo motor drives the horizontal connecting rod to rotate.

[0015] The angle opening and closing mechanism further comprises an angle limiter and a hydraulic rod, one end of the hydraulic rod is connected with the flow guiding plate, the other end of the hydraulic rod is connected with the inner side of the car, and the hydraulic rod is used for maintaining the current opening angle.

[0016] The angle limiter is arranged on the deflector plate, the deflector plate is provided with a waist-shaped slot, and the lower end of the longitudinal connecting rod is slidingly arranged in the waist-shaped slot.

[0017] The application further provides a deflection method, which adopts the high-speed train with the adaptive deflection structure, and is characterized in that the second deflection structure at the rear adjusts the opening angle of the deflector plate based on the deflection result of the second deflection structure or the first deflection structure in the previous order.

[0018] Preferably, the method for adjusting the opening angle of the second deflection structure comprises:

[0019] S1. In the first state, the train runs at a running speed V to obtain a bogie windward side surface pressure threshold P at the running speed V, and a corresponding relationship between the running speed V and the bogie windward side surface pressure threshold P is constructed to form a first database;

[0020] In the first state, the first deflection structure is not arranged on the head car and the tail car, and the second deflection structure is closed;

[0021] S2. In the second state, the train runs at a running speed V to obtain a bogie second deflection structure optimal opening angle θ D and a bogie windward side surface pressure threshold P', a corresponding relationship between the running speed V and the optimal opening angle θ D and the bogie windward side surface pressure threshold P' is constructed to form a second database;

[0022] In the second state, the first deflection structure is arranged on the head car and the tail car, and the second deflection structure is opened;

[0023] S3. When the first deflection structure and the second deflection structure are arranged on the head car and the tail car and opened, one of the running speeds in the first database is selected as an actual running speed V X , the bogie windward side surface pressure Q X is obtained at the actual running speed V X , the bogie windward side surface pressure threshold P X corresponding to the actual running speed V X is obtained in the first database, the bogie windward side surface pressure Q X is compared with the bogie windward side surface pressure threshold P X , and whether the second deflection structure is opened is determined according to the comparison result;

[0024] S4. When the second deflection structure needs to be opened, the actual running speed V X corresponding optimal opening angle θ DX is obtained in the second database, and the optimal opening angle θ DXAs the initial angle of the deflector;

[0025] Obtain the actual running speed V from the second database. X The corresponding bogie windward side surface pressure threshold P X ';

[0026] Pressure threshold P on the windward side surface of the bogie X 'and the pressure Q on the windward side surface of the bogie X Perform differential processing and adjust the deflector opening angle based on the differential processing result until the pressure threshold P on the windward side surface of the bogie is reached. X 'and the pressure Q on the windward side surface of the bogie X The difference is within the preset fluctuation range.

[0027] Preferably, in step S3, the pressure threshold P on the windward side surface of the bogie is... X Less than the pressure Q on the windward side surface of the bogie X The second flow guiding structure is activated.

[0028] When the pressure threshold P on the windward side surface of the bogie X Greater than or equal to the pressure Q on the windward side surface of the bogie X At that time, it is determined that there is no need to activate the second flow diversion structure.

[0029] Preferably, step S4 includes:

[0030] S41. Determine the pressure threshold P on the windward side surface of the bogie. X 'and the pressure Q on the windward side surface of the bogie X If the absolute value of the difference is less than the preset fluctuation range, then the current opening angle of the second guide structure is maintained; if it is greater than the preset fluctuation range, then the next step of judgment is performed.

[0031] S42. If the pressure threshold P on the windward side surface of the bogie X 'Greater than the pressure Q on the windward side surface of the bogie X This reduces the opening angle of the second flow guiding structure;

[0032] If the pressure threshold P on the windward side surface of the bogie X 'Less than the pressure Q on the windward side surface of the bogie X This increases the opening angle of the second flow guiding structure;

[0033] S43. Obtain the pressure Q on the windward side surface of the bogie after adjusting the opening angle. X Repeat steps S41-S42.

[0034] The above-described solution of the present invention has the following beneficial effects:

[0035] During high-speed train operation, the opening angle of the second airflow guiding structure is adjusted according to the real-time pressure change characteristics of the train bogie surface and the operating speed, based on the direction of motion. This guides the airflow to the rail surface and outside the car body, reducing the impact of the front airflow in the bogie area, improving the drag reduction effect of the train bottom covering, reducing train operating energy consumption, and ensuring driving safety.

[0036] Other features and advantages of the present invention will be described in detail in the following detailed description section. Attached Figure Description

[0037] Figure 1 This is a schematic diagram showing the location of the second flow guiding structure;

[0038] Figure 2 This is a schematic diagram of the installation of the second flow guide structure;

[0039] Figure 3 yes Figure 2 Enlarged view of section A;

[0040] Figure 4 This is a flowchart of the traffic diversion method.

[0041] [Explanation of Labels in the Attached Image]

[0042] 1-Bogie, 2-Bogie Cabin, 3-Second Guide Structure, 31-Guide Plate, 321-Cross Linkage, 322-Longitudinal Linkage, 323-Servo Motor, 324-Angle Limiter, 325-Hydraulic Rod, 33-Controller, A-Equipment Cabin. Detailed Implementation

[0043] To make the technical problems, technical solutions and advantages of the present invention clearer, a detailed description will be given below in conjunction with the accompanying drawings and specific embodiments.

[0044] like Figures 1-3 As shown, an embodiment of the present invention provides a high-speed train with an adaptive flow guidance structure, including a train comprising an intermediate car formation and lead cars and tail cars at the front and rear ends of the intermediate car formation. The intermediate car formation includes at least two carriages. An equipment compartment A is provided at the bottom of each carriage of the intermediate car formation and the lead and tail cars. The equipment compartment A is recessed upwards to form a bogie compartment 2. Two bogie compartments 2 are provided on each carriage and the lead and tail cars, and bogies 1 are installed within the bogie compartments 2. A first flow guidance structure is provided near the bogie compartments 2 corresponding to the lead and tail cars. The first flow guidance structure is a fixed flow guidance structure. In this embodiment, the first flow guidance structure achieves flow guidance by covering the bogies.

[0045] A second flow guide structure 3 is installed at the connection between the bogie compartment 2 and the equipment compartment A corresponding to each car. Two bogies 1 are arranged along the length of the train. A second flow guide structure 3 is installed in both the forward direction and the opposite direction of the forward direction for each bogie compartment 2. The flow guide directions of the two second flow guide structures 3 are opposite, facilitating bidirectional operation of high-speed trains. The second flow guide structure 3 includes a flow guide plate 31 and an angle opening and closing mechanism. The flow guide plate 31 is hinged to the equipment compartment A, and its opening and closing direction faces the bogie compartment 2. The angle opening and closing mechanism dynamically controls the opening angle of the flow guide plate 31.

[0046] In this embodiment, the high-speed train consists of eight cars. The cars at both ends are the lead car and the tail car, respectively, and the six cars in the middle form an intermediate car formation. Each car or vehicle is equipped with a bogie compartment 2 and a bogie 1 at the first and second ends, respectively. A set of second airflow guiding structures 3 is symmetrically arranged on both sides of each bogie compartment 2, that is, each car or vehicle is equipped with four second airflow guiding structures 3. The opening angles of the second airflow guiding structures 3 at the first and second ends in the same direction of travel are the same, which facilitates airflow guidance when the directions of the lead car and the tail car are reversed.

[0047] In this embodiment, multiple second flow guiding structures 3 are sequentially arranged on the intermediate car train. During high-speed operation, the first flow guiding structure plays a guiding role, changing the air resistance experienced by the cars in the intermediate car train. At this time, the airflow pressure experienced by the second flow guiding structure 3 located one position behind the first flow guiding structure (i.e., the second flow guiding structure 3 on the first car of the intermediate car train in the forward direction) changes. The second flow guiding structure 3 dynamically adjusts the opening angle of the guide plate 31 according to the airflow pressure after being guided by the first flow guiding structure, thereby guiding the airflow. Another second flow guiding structure 3 located one position behind this second flow guiding structure 3 (i.e., the second flow guiding structure 3 on the second position of the first car of the intermediate car train in the forward direction) performs a third flow guiding based on the guiding result of the previous second flow guiding structure 3. This guiding sequence continues until the second flow guiding structure 3 at the second position of the last car of the intermediate car train completes the guiding.

[0048] In this embodiment, each of the second flow guiding structures 3 performs dynamic flow guiding in sequence. On the one hand, it guides the airflow to the rail surface and the outside of the car body, avoiding the turbulent airflow from impacting each bogie 1 under the car body and forming resistance, which would affect the train's running speed and driving safety. On the other hand, the dynamic adjustment of the opening angle of each of the second flow guiding structures 3 also avoids the drawback of fixed opening angles forming resistance under special circumstances.

[0049] In some embodiments of this application, the second flow guiding structure 3 further includes a surface pressure sensor and a controller 33. After detecting the surface pressure on the windward side of the bogie 1, the surface pressure sensor transmits the data information to the controller 33 in the form of a signal. The controller 33 controls the angle opening and closing mechanism to perform opening and closing actions to achieve control of different opening angles of the flow guide plate 31.

[0050] Furthermore, the angle opening and closing mechanism includes a horizontal connecting rod 321 and a longitudinal connecting rod 322 disposed at the end of the horizontal connecting rod 321. One end of the horizontal connecting rod 321 is hinged to the inner side of the carriage. Turbines are respectively disposed at both ends of the horizontal connecting rod 321. The longitudinal connecting rod 322 is provided with external threads, which mesh with the turbines. One end of the longitudinal connecting rod 322 is hinged to the guide plate 31. When the horizontal connecting rod 321 rotates, it drives the longitudinal connecting rod 322 to move along the axial direction of the longitudinal connecting rod 322, thereby driving the guide plate 31 to rotate, thereby realizing the adjustment of different opening angles.

[0051] In this embodiment, the angle opening and closing mechanism also includes a servo motor 323. The servo motor 323 is signal-connected to the controller 33 and is controlled by the controller 33. The servo motor 323 is connected to the cross link 321 for transmission to realize the rotation of the cross link 321.

[0052] Furthermore, the angle opening and closing mechanism also includes an angle limiter 324. The angle limiter 324 is located at the end of the guide plate 31 away from the hinge. An oblong groove is formed on the angle limiter 324, and the longitudinal connecting rod 322 is connected to the guide plate 31 through the angle limiter 324. Specifically, a rotating pin is provided at the end of the longitudinal connecting rod 322 connected to the angle limiter 324. The rotating pin is arranged radially along the longitudinal connecting rod 322. The rotating pin is inserted into the oblong groove, and the rotating pin can both rotate and slide within the oblong groove.

[0053] The angle limiter 324 can limit the maximum opening angle of the guide vane 31, preventing the guide vane 31 from failing to close or generating additional air resistance due to an excessive opening angle.

[0054] The angle opening and closing mechanism also includes a hydraulic rod 325. One end of the hydraulic rod 325 is connected to the guide plate 31, and the other end is connected to the inner side of the carriage. The hydraulic rod 325 is used to maintain the current opening angle. In this embodiment, the angle opening and closing mechanism also includes two mutually hinged brackets. One end of one bracket is rotatably connected to the guide plate 31, and the other end of the other bracket is connected to the inner side of the carriage. The hydraulic rod 325 is a double-headed hydraulic rod 325, and its two ends are respectively hinged to the middle of the two brackets.

[0055] This application also provides a flow guiding method, which uses the aforementioned high-speed train with an adaptive flow guiding structure to automatically adjust the opening angle of each second flow guiding structure 3 on the high-speed train.

[0056] like Figure 4 As shown, a flow guidance method utilizes a rear second flow guidance structure 3 to adjust the opening angle of the guide plate 31 based on the flow guidance results of the preceding second flow guidance structure 3 or the first flow guidance structure. Specifically, in the forward direction, the first flow guidance structure guides the airflow for the first time. The airflow after guidance affects the second flow guidance structure 3 at the first end of the first car in the intermediate car formation in the forward direction. At this time, the second flow guidance structure 3 at the first end adjusts the opening angle of its guide plate 31 based on the pressure state of the guided airflow and the train's running speed. The second flow guidance structure 3 at the second end performs a second flow guidance, and then performs a third flow guidance according to the flow guidance method of the second flow guidance structure 3 at the first end. This sequential adjustment of the opening angle of each second flow guidance structure 3 adaptively adjusts the overall air resistance experienced by the train.

[0057] The specific method for adjusting the opening angle of the second flow guiding structure 3 is as follows:

[0058] S1. In the first state, the train runs at a speed V. The pressure threshold P on the windward side surface of bogie 1 at the running speed V is obtained through a pressure sensor. A correspondence between the running speed V and the pressure threshold on the windward side surface of bogie 1 is established, forming a first database. In the first state, the first guide structure is not installed on the head car and the tail car, and the second guide structure 3 located on the middle car group is closed.

[0059] S2. In the second state, the train runs at a speed V, and the optimal opening angle θ of the second guide device is obtained at the speed V. D The pressure threshold P' on the windward side surface of bogie 1 is set, at which point the air resistance experienced by the train is minimized. In this embodiment, the optimal drag coefficient is obtained through the operating speed V, and the aforementioned optimal opening angle θ is obtained through the optimal drag coefficient. D Construct the operating speed V and the optimal opening angle θ D The corresponding relationship between the pressure threshold P' on the windward side surface of bogie 1 is established to form a second database. When the train is in the second state, the first flow guiding structure is installed on the head car and the tail car respectively, and the second flow guiding structure 3 is activated.

[0060] S3. With the first guide structure set at the head car and tail car, and the second guide structure 3 set at each car in the middle car formation, select any running speed from the first database as the actual running speed V. X The train operates at an actual speed V X To carry out the movement, at the actual running speed V X The pressure Q on the windward side surface of bogie 1 is obtained below. X And the actual running speed V within the first database XCorresponding pressure threshold P on the windward side surface of bogie 1 X Compare the pressure Q on the windward side surface of bogie 1. X and the pressure threshold P on the windward side surface of bogie 1 X The size of the flow and whether to activate the second flow guide structure 3 based on the comparison results.

[0061] In step S3, when the pressure threshold P on the windward side surface of bogie 1... X The pressure Q on the windward side surface of bogie 1 is less than X When the time comes, it is determined that the second flow guiding structure 3 will be activated;

[0062] When the pressure threshold P on the windward side surface of bogie 1 X The pressure Q on the windward side surface of bogie 1 is greater than or equal to that of the bogie. X At that time, it is determined that there is no need to activate the second flow guiding structure 3.

[0063] When it is determined that there is no need to activate the second flow guiding structure 3, the second flow guiding structure 3 remains closed.

[0064] When it is determined that the second flow guiding structure 3 needs to be opened, the opening angle of the second flow guiding structure 3 is determined by step S4. In step S4, the train operates at its current speed V. X Run the program and retrieve the current running speed V from the second database. X The corresponding pressure threshold Px' on the windward side surface of bogie 1 and the current operating speed V X The corresponding optimal opening angle θ DX At this point, the opening angle of the second guide structure 3 is the optimal opening angle θ. DX .

[0065] The pressure threshold Px' and the pressure Q on the windward side surface of bogie 1 X Perform a difference operation, and based on the difference result, use the optimal opening angle θ. DX The initial angle of the guide vane 31 is adjusted until the pressure threshold Px' on the windward side surface of the bogie 1 and the pressure Q on the windward side surface of the bogie 1 are reached. X The difference is within the preset fluctuation range.

[0066] In step S4, the pressure threshold P on the windward side surface of bogie 1 is first determined. X 'and the pressure Q on the windward side surface of bogie 1 X If the absolute value of the difference is less than the preset fluctuation range, then the current opening angle of the second guide structure 3 is maintained.

[0067] If the absolute value of the difference is greater than the preset fluctuation range, proceed to the next step: compare the pressure threshold P on the windward side surface of bogie 1. X'Greater than the pressure Q on the windward side surface of bogie 1 X Size.

[0068] If the pressure threshold P on the windward side surface of bogie 1 X 'Greater than the pressure Q on the windward side surface of bogie 1 X This reduces the opening angle of the second flow guiding structure 3;

[0069] If the pressure threshold P on the windward side surface of bogie 1 X 'Less than the pressure Q on the windward side surface of bogie 1 X This increases the opening angle of the second flow guiding structure 3;

[0070] After the opening angle of the deflector 31 changes, the pressure Q on the windward side surface of the bogie 1 after the opening angle is adjusted is obtained again through the pressure sensor. X Repeat the difference comparison with Px', and determine the relationship between the absolute value of the difference and the preset fluctuation range until P... X 'With Q X The absolute value of the difference is less than or equal to the fluctuation range, maintaining the changed opening angle.

[0071] In this application, the opening angle of each second guide structure 3 is adjusted in the above manner. When several second guide structures 3 are set at the bottom of the equipment compartment of the intermediate car formation, the opening angle corresponding to each second guide result can be opened by the above guide method to realize the dynamic adjustment of each second guide structure 3, which ensures the overall resistance of the train is reduced, while optimizing the train power and improving the economic efficiency of the train.

[0072] The above description represents the preferred embodiments of the present invention. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A flow guiding method applied to a high-speed train with an adaptive flow guiding structure, comprising: a train including a middle car formation and a head car and a tail car arranged at the front and rear ends of the middle car formation, the middle car formation being provided with at least two carriages, the head car, the tail car and each of the carriages being provided with an equipment cabin (A) which is upwardly recessed to form a bogie cabin (2), the bogie cabin (2) being two, and the bogie cabin (2) being provided with a bogie (1); the head car and the tail car being provided with a first flow guiding structure at the edge of the corresponding bogie cabin (2), the first flow guiding structure being a fixed flow guiding structure, characterized in that: each of the carriages is provided with a second flow guiding structure (3) at the connection between the corresponding equipment cabin (A) and the bogie cabin (2), each of the bogie cabins (2) under the same carriage being provided with one second flow guiding structure (3) in front and behind, the two second flow guiding structures (3) in front and behind the same bogie cabin (2) having opposite flow guiding directions; the second flow guiding structure (3) including a flow guiding plate (31) and an angle opening and closing mechanism, the flow guiding plate (31) being dynamically adjusted in opening angle by the angle opening and closing mechanism; the second flow guiding structure (3) further including a surface pressure sensor and a controller (33), the surface pressure sensor being used to detect the surface pressure of the windward side of the bogie (1); the second flow guiding structure (3) in the rear being adjusted in opening angle of the flow guiding plate (31) based on the flow guiding result of the second flow guiding structure (3) in the front or the first flow guiding structure; S1. In a first state, the train runs at a running speed V to obtain a surface pressure threshold P of the windward side of the bogie (1) at the running speed V, and a corresponding relationship between the running speed V and the surface pressure threshold P of the windward side of the bogie (1) is constructed to form a first database; in the first state, the head car and the tail car are not provided with the first flow guiding structure, and the second flow guiding structure (3) is closed; S2. In the second state, the train runs at a running speed V, and the bogie (1) obtains a second optimal opening angle θ of the second guide structure (3) at the running speed V D and a threshold value P' of the surface pressure of the windward side of the bogie (1), a corresponding relationship between the running speed V, the optimal opening angle θ D and the threshold value P' of the surface pressure of the windward side of the bogie (1) is constructed, and a second database is formed; in a second state, the head car and the tail car are provided with the first flow guiding structure, and the second flow guiding structure (3) is opened; S3. The first and second flow guiding structures (3) are set on the head car and tail car respectively. When they are turned on, a running speed is selected from the first database as the actual running speed V. X At actual operating speed V X The pressure Q on the windward side surface of the bogie (1) is obtained below. X And the actual running speed V within the first database X The corresponding bogie (1) windward side surface pressure threshold P X Compare the pressure Q on the windward side surface of the bogie (1). X And the windward side surface pressure threshold P of the bogie (1) X The size of the flow and whether to activate the second flow guide structure based on the comparison results (3); S4. When it is needed to open the second flow guide structure (3), the actual running speed V is obtained in the second database X The corresponding optimal opening angle θ DX With the optimal opening angle θ DX As the initial angle of the flow guide plate (31) In the second database, the actual running speed V is acquired X The corresponding bogie (1) leeward side surface pressure threshold P X ’; the bogie (1) leeward surface pressure threshold P X and the bogie (1) leeward surface pressure Q X is carried out, and the opening angle of the deflector (31) is adjusted according to the difference processing result until the difference between the bogie (1) leeward surface pressure threshold P X and the bogie (1) leeward surface pressure Q X meets the preset fluctuation range.

2. The flow directing method of claim 1, wherein: the surface pressure sensor is respectively connected in signal with the controller (33), and the controller (33) is connected in signal with the angle opening and closing mechanism to adjust the size of the opening angle.

3. The flow directing method of claim 2, wherein: the angle opening and closing mechanism includes a horizontal connecting rod (321) and a vertical connecting rod (322), the horizontal connecting rod (321) being installed on the inner side of the carriage, both ends of the horizontal connecting rod (321) being provided with a turbine, the vertical connecting rod (322) being provided with an external thread engaged with the turbine, one end of the vertical connecting rod (322) being hinged with the flow guiding plate (31), the horizontal connecting rod (321) being rotated to drive the vertical connecting rod (322) to move to adjust the opening angle of the flow guiding plate (31).

4. The flow directing method of claim 3, wherein: the angle opening and closing mechanism further includes a servo motor (323), the servo motor (323) being connected in signal with the controller (33), and the servo motor (323) driving the horizontal connecting rod (321) to rotate; The angle opening and closing mechanism further comprises an angle limiter (324) and a hydraulic rod (325), one end of the hydraulic rod (325) is connected with the deflector (31), the other end is connected with the inner side of the carriage, and the hydraulic rod (325) is used for maintaining the current opening angle; The angle limiter (324) is arranged on the deflector (31), and the angle limiter (324) is provided with a waist-shaped groove, and the lower end of the longitudinal connecting rod (322) is slidingly arranged in the waist-shaped groove.

5. The flow directing method of claim 1, wherein: In the step S3, the bogie (1) leeward side surface pressure threshold P X Less than the bogie (1) leeward side surface pressure Q X , determine to open the second guide structure (3); When the bogie (1) windward side surface pressure threshold P X is greater than or equal to the bogie (1) windward side surface pressure Q X , it is determined that the second flow guide structure (3) does not need to be opened.

6. The flow directing method of claim 5, wherein: In step S4, S41. Determine whether the absolute value of the difference between the threshold value P of the windward side surface pressure of the bogie (1) and the windward side surface pressure Q of the bogie (1) is less than a preset fluctuation range, if less than the preset fluctuation range, maintain the current opening angle of the second guide structure (3), if greater than the preset fluctuation range, proceed to the next step of determination. X X S41. Determine whether the absolute value of the difference between the threshold value P of the windward side surface pressure of the bogie (1) and the windward side surface pressure Q of the bogie (1) is less than a preset fluctuation range, if less than the preset fluctuation range, maintain the current opening angle of the second guide structure (3), if greater than the preset fluctuation range, proceed to the next step of determination.​ S42. If the windward side surface pressure threshold P X of the bogie (1) is greater than the windward side surface pressure Q X of the bogie (1), then decrease the opening angle of the second flow guiding structure (3); If the threshold value P of the surface pressure on the windward side of the bogie (1) is smaller than the surface pressure Q on the windward side of the bogie (1) X , then the opening angle of the second flow guide structure (3) is increased. X , then the opening angle of the second flow guide structure (3) is increased. S43. Obtain the surface pressure Q of the windward side of the bogie (1) after adjusting the opening angle X Repeat steps S41-S42.

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