Selection method for adaptability of wind field environment and wind resistance braking control in high-speed train running line section

Abstract

The present invention relates to the field of high-speed train aerodynamics and train wind resistance braking, and specifically to a method for selecting the adaptability of wind field environment and wind resistance braking control in a high-speed train running line section. Through aerodynamic simulation calculation of train wind resistance braking and multi-body dynamics simulation calculation, the critical wind speed of a high-speed train equipped with a wind resistance braking device under various unfavorable wind environment conditions is determined as the wind direction angle changes. By collecting railway line data and terrain data along the line, and collecting and processing meteorological observation data, the CFD method is used to construct the wind field information and gust model of the running line. By comparing the wind field environment information of the line section with the critical wind speed, the operation control plan of the high-speed train wind resistance braking line section is clarified, and the wind resistance braking control data and the train operation control system are coordinated and connected. It can provide a strong reference and technical support for the development and application of wind resistance braking systems for wheel-rail trains with a speed of 400+km / h and high-speed maglev trains.

Description

Technical Field

[0001] The present invention relates to the fields of high-speed train aerodynamics and train windage braking, and in particular to a method for selecting the adaptability between the wind field environment and windage braking control of a high-speed train running line section. Background Art

[0002] In the technical research and development of the next generation of high-speed trains with a speed of 400+ km / h, the development and utilization of aerodynamics has always received widespread attention. Windage braking is a non-adhesion supplementary braking method for high-speed trains during auxiliary braking or emergency braking at high speeds. It uses windage brake plates installed on the surface of the vehicle body to increase air resistance to generate braking force. It has the advantages of being clean and energy-saving, highly reliable, and having large braking benefits in high-speed sections. It can effectively make up for the lack of adhesion braking force under high-speed driving conditions.

[0003] In recent years, both domestic and international research on the development and application of windage brakes for high-speed trains has seen sustained theoretical research and field trials. Japan first explored the application of windage brakes for high-speed trains in the 1960s, gradually developing aerodynamic calculations and optimized design for the MLU002N maglev train at 500 km / h. In June 2005, JR East successfully installed a "cat-ear" aerodynamic brake system on the E954 Fastech360S and Fastech360Z high-speed trains. Performance tests of the windage brake plates at 400 km / h were also completed, demonstrating the high reliability and practical value of the windage brake during emergency braking. Subsequently, Japan has explored the windage brake's activation method, actuation mode, structural strength, and effectiveness in reducing braking distance. Research on windage brakes continues in Japan, and the ALFAGX Shinkansen equipped with windage brakes began trial operation in February 2020. Over the past decade, considerable research has been conducted domestically on the structural design and installation layout of windage brakes. Currently, the most classic approach is the "butterfly" windage brake, with its structural composition and conventional layout. This device is currently considered the preferred choice for operational safety and stability. Numerous studies have also been conducted in numerical simulation and wind tunnel testing, but these have primarily focused on analyzing the aerodynamic characteristics of windage brakes. Little research has been conducted on the track dynamics of high-speed trains equipped with windage brakes under wind loads.

[0004] Windage braking uses air as the primary braking force during high-speed train operation, effectively supplementing the basic braking system. Its braking stability and safety are directly affected by the external wind environment. When a high-speed train equipped with windage braking is in operation, the crosswind effect becomes increasingly pronounced as crosswind intensity increases, causing a sharp deterioration in the train's aerodynamic performance. Both aerodynamic lateral forces and lift increase nonlinearly. The resulting aerodynamic loads severely impact the train's track dynamics, potentially leading to derailment, overturning, and casualties. Crosswind is one of the least understood factors affecting high-speed train stability and poses a serious threat to operational safety. As an auxiliary brake during high-speed operation, windage braking is optimally suited for speeds above 350 km / h. Higher speeds increase the effective braking force and, consequently, the more pronounced the crosswind effect. The primary measure to mitigate this threat is to reduce vehicle speed, which in turn directly impacts the braking efficiency of the windage braking system. Therefore, it is necessary to process the data model of the wind field environment information of the train running line section, clarify the operation control plan of the high-speed train wind resistance braking line section, and realize the coordinated connection between the wind resistance braking control data and the train operation control system, which are necessary conditions for the development and application of wind resistance braking devices. Summary of the Invention

[0005] In order to control the adaptability of high-speed train wind resistance braking under multi-condition wind field environment in line sections and clarify the safe braking speed threshold and wind speed limit of high-speed train wind resistance braking, the present invention proposes a method for selecting the adaptability of high-speed train running line section wind field environment and wind resistance braking control.

[0006] In order to achieve the above technical objectives, the present invention adopts the following technical solutions:

[0007] A method for selecting the adaptability of a wind field environment and wind resistance braking control in a high-speed train running line section is provided. The method determines the critical wind speed of a high-speed train equipped with a wind resistance braking device as it changes with wind direction angle under various adverse wind environment conditions through train wind resistance braking aerodynamic simulation calculations and multi-body dynamics simulation calculations. Railway line data and terrain data along the line are collected and processed, and meteorological observation data is collected. A CFD method is used to construct wind field information and a gust model for the running line. By comparing the wind field environment information and the critical wind speed in the line section, operation control recommendations for the train wind resistance braking line section are given, and the relevant data are connected to the train operation control system. The specific method for selecting the adaptability of a wind field environment and wind resistance braking control in a high-speed train running line section includes the following steps:

[0008] 1) Determination of safe speed threshold for high-speed trains equipped with wind resistance brakes in wind field environments along the line

[0009] 11) Aerodynamic simulation calculation of wind resistance braking of high-speed trains

[0010] 111) Establishment of a train aerodynamic calculation model: The windage brake model and high-speed train model are selected and determined based on actual operation and application. The installation layout of the windage brake model and the high-speed train model should achieve a smooth transition and fit in appearance while meeting the railway construction and vehicle limits. Structures with a full size of less than 25 mm can be ignored when establishing the windage brake model and the high-speed train model. The calculation domain, boundary conditions, and turbulence model calculation settings should meet the relevant provisions of the Chinese industry standards TB / T 3503.1, TB / T 3503.2, TB / T 3503.3, TB / T 3503.4, and TB / T3503.5.

[0011] 112) Calculation conditions: ① The operating line is a roadbed condition: the roadbed is a double-track ballastless track model with a height of not less than 6m, a long open-line line is used, and the line length is not less than the total length of the model calculation domain; ② The operating line is a bridge condition: the bridge is a double-track ballastless track model with a height of not less than 15m, the total length of the bridge is not less than 1km, a long straight road model is used, and the line length is not less than the total length of the model calculation domain; ③ The operating line is a tunnel condition: the tunnel is a double-track tunnel with a total length of not less than 2km, a long straight road model is used, and the line length is not less than the total length of the model calculation domain; ④ The operating line includes other special structures.

[0012] 12) Multi-body dynamics simulation calculation of wind resistance braking of high-speed trains

[0013] A multi-body dynamics model of a high-speed train equipped with a windage brake device under hat-shaped gust loads at different wind direction angles is constructed. The multi-body dynamics model of a high-speed train equipped with a windage brake device includes the mass of the windage brake device, the moment of inertia during the opening process, and the center of gravity position; it also includes the mass, moment of inertia, and center of gravity position of at least the car body, bogie, and wheelset; the position of the suspension device and its vertical, lateral, and longitudinal stiffness, vertical and lateral damping are considered; the multi-body dynamics model also includes a nonlinear system including the wheel-rail contact geometry, wheel-rail creep, the primary and secondary suspension system, the lateral buffer, and the anti-snaking damper; the calculation uses the train dynamic parameters under the full load state, the wheelset, frame, and car body are all regarded as rigid bodies, the elastic deformation of the rails is not considered, and the excitation of measured track irregularities can be considered;

[0014] 13) Determining the critical wind speed: Based on the model in step 12), calculate and obtain time history curves of the wheel-rail vertical force under different operating conditions; calculate the rollover coefficient from the time history curves of the wheel-rail vertical force and perform a 2 Hz low-pass filter; determine the most unfavorable bogie and the maximum rollover coefficient; reversely determine the critical wind speed of a high-speed train equipped with a windage brake under different operating conditions based on the maximum rollover coefficient; statistically fill in a windage brake critical wind speed table corresponding to different wind direction angles of different operating conditions wind models, as shown in the following speed-critical wind speed sample table format, wherein the speed-critical wind speed sample table at least includes speed information from 160 km / h to the actual maximum operating speed of the line, and wind model wind direction angle information from 10° to 170°, wherein the calculated speed gradient is no greater than 20 km / h, and the calculated wind model wind direction angle gradient is no greater than 10°;

[0015]

[0016] 2) Collecting railway line data and terrain data along the line: the railway line data includes railway line plane data, line cross-section data, and line design speed; the terrain data along the line includes landform information along the line;

[0017] 3) Collect and process meteorological observation data: Analyze long-term observation data from all meteorological observation stations along the route;

[0018] 4) Modeling the meteorological observation data collected and processed in step 3) and using CFD methods to calculate the average wind speed distribution and its conversion coefficient at specific points on the operating line;

[0019] 5) Constructing a gust model: The gust factor at any point on the operating line is obtained by modeling, and the gust speed is derived based on the average wind speed; the gust model is a hat-shaped gust model;

[0020] 6) Comparison of wind field environment information and critical wind speed between line sections

[0021] Compare the gust data at any point on the operating line obtained in step 5) with the limit wind speeds for different operating line conditions calculated in step 1) to form a sample table of mileage-line section wind field information-train operation information as shown below. The sample table of mileage-line section wind field information-train operation information at least includes mileage section, wind field type, statistically most unfavorable wind direction angle, maximum wind speed, maximum safe speed for wind resistance braking, maximum safe operating speed for trains, and designed train operating speed information;

[0022]

[0023] 7) Confirmation of windage brake operation control information interval

[0024] Based on the mileage-line section wind field information-train operation information sample table data described in step 6), a curve of gust data at any point on the operating line and the corresponding limit wind speed of different operating line conditions is obtained, and the operating ranges close to the limit wind speed and exceeding the limit wind speed are extracted. Wind resistance braking control suggestions are given, and a wind resistance braking control line section diagram is drawn. The relevant data is connected to the train operation control system.

[0025] Preferably, the safety index of the maximum overturning coefficient corresponding to the most unfavorable bogie of a high-speed train equipped with a wind resistance braking device under wind load is evaluated by the following formula:

[0026]

[0027] Where: D max is the maximum overturning coefficient; P0 is the average wheel-rail vertical force of the train when there is no excitation; P i1 P is the wheel-rail vertical force on the unloading side of the first wheelset of the bogie; j1 is the wheel-rail vertical force on the unloading side of the second wheelset of the bogie.

[0028] As a preference, the average wind speed U of the hat-shaped gust is mean By gust factor G and maximum wind speed U max The calculation formula is as follows:

[0029] U mean =U max / G;

[0030] The time constant of the hat-shaped gust is calculated by the power spectral density of the longitudinal component, and the average time constant of the hat-shaped gust is calculated as follows:

[0031]

[0032] Where S u (n) is the calculated power spectrum density, where f u is the dimensionless frequency; σ u is the standard deviation of the wind speed component u; n is the general harmonic component of the wind speed spectrum;

[0033] The longitudinal and transverse wind speeds of the hat-shaped gust relative to the line are calculated using the time constant and wind direction angle, and the calculation formula is as follows:

[0034]

[0035] Where: are the hat-shaped gust longitudinal and transverse wind speeds relative to the line, respectively; is the distance from the wind load action point to the position of the maximum gust amplitude; β is the wind direction angle, and f is the gust characteristic frequency.

[0036] Preferably, the error in determining the wind speed close to the limit is within 2.5 m / s below the limit wind speed.

[0037] The beneficial effects of the present invention are as follows: through aerodynamic simulation calculations and multi-body dynamics simulation calculations of train wind resistance braking, the critical wind speed that varies with wind direction angle under various adverse wind environment conditions is determined; by collecting railway line data and terrain data along the line, and collecting and processing meteorological observation data, the CFD method is used to construct the wind field information and gust model of the operating line; by comparing the wind field environment information of the line section with the critical wind speed, scientific operation control suggestions for the train wind resistance braking line section are given; at the same time, the relevant data are connected to the train operation control system, which can provide strong reference and technical support for the development and application of wind resistance braking systems for 400+ km / h wheel-rail trains and high-speed maglev trains. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] Figure 1 This is a flow chart of the method for selecting the adaptability of the wind field environment and wind resistance braking control between high-speed train running lines of the present invention;

[0039] Figure 2 Schematic diagram of the relationship between the position coordinates of the calculation model and the wind load vector of the present invention;

[0040] Figure 3 Schematic diagram of the gust model coordinate system of the present invention;

[0041] Figure 4 Schematic diagram of the spatial distribution of the hat-shaped gust model of the present invention;

[0042] Figure 5 The time distribution diagram of the hat-shaped gust model of the present invention (in v tr =200km / h, v w =30m / s, vehicle length is 24m (for example);

[0043] Figure 6 A graph showing the comparison of the characteristic frequencies of the average wind speed and the maximum wind speed of the gusts according to the present invention;

[0044] Figure 7 Comprehensive information diagram of windage braking control for high-speed trains along railway sections according to the present invention;

[0045] Figure 8 This is the overall structural diagram of a typical windage brake device suitable for the adaptation test of the present invention;

[0046] Figure 9 This is a layout diagram of the wind resistance braking device of the present invention on the roof of a standard marshaling high-speed train;

[0047] Figure 10This is a multi-body dynamics model diagram of a high-speed train equipped with a windage braking device according to the present invention.

[0048] In the figure: x, y, z represent three coordinate directions respectively; v tr is the train speed; v w is the hat-shaped gust wind speed; v a is the resultant velocity; β is the sideslip angle; u turb is the disturbance wind volume parallel to the main wind direction; v turb is the disturbed wind volume perpendicular to the main wind direction. DETAILED DESCRIPTION

[0049] The present invention will be further described below in conjunction with the accompanying drawings:

[0050] like Figure 1 As shown, a method for selecting the adaptability of the wind field environment and wind resistance braking control in a high-speed train running line section is provided. The method determines the critical wind speed that varies with wind direction angle under various adverse wind environment conditions through train wind resistance braking aerodynamic simulation calculations and multi-body dynamics simulation calculations. By collecting railway line data and terrain data along the line, and collecting and processing meteorological observation data, a CFD method is used to construct the wind field information and gust model of the running line. By comparing the wind field environment information of the line section with the critical wind speed, a train wind resistance braking line section operation control recommendation is given, and the relevant data is connected to the train operation control system. The specific method for selecting the adaptability of the wind field environment and wind resistance braking control in a high-speed train running line section includes the following steps:

[0051] 1) Determination of safe speed threshold for high-speed trains equipped with wind resistance brakes in wind field environments along the line

[0052] 11) Aerodynamic simulation calculation of high-speed train windage brake, reference for the relationship between the position coordinates of the high-speed train calculation model equipped with windage brake device and the wind load vector Figure 2 .

[0053] 111) Establishment of train aerodynamic calculation model: The windage brake model and high-speed train model are selected and determined based on actual operation and application, wherein the installation layout of the windage brake model and the high-speed train model achieves a smooth transition and fit in appearance on the basis of meeting the railway construction limit and vehicle limit. The overall structure of the typical windage brake device and the layout scheme on the roof of the standard high-speed train are respectively referenced. Figure 8 and Figure 9 .

[0054] When establishing the windage brake model and the high-speed train model, structures with a full size less than 25 mm can be ignored; the calculation domain, boundary conditions, and turbulence model calculation settings should comply with the relevant provisions of Chinese industry standards TB / T 3503.1, TB / T 3503.2, TB / T 3503.3, TB / T 3503.4, and TB / T 3503.5;

[0055] 112) Calculation conditions: ① The operating line is a roadbed condition: the roadbed is a double-track ballastless track model with a height of not less than 6m, a long open-line line is used, and the line length is not less than the total length of the model calculation domain; ② The operating line is a bridge condition: the bridge is a double-track ballastless track model with a height of not less than 15m, the total length of the bridge is not less than 1km, a long straight road model is used, and the line length is not less than the total length of the model calculation domain; ③ The operating line is a tunnel condition: the tunnel is a double-track tunnel with a total length of not less than 2km, a long straight road model is used, and the line length is not less than the total length of the model calculation domain; ④ The operating line includes other special structures.

[0056] 12) Multi-body dynamics simulation calculation of high-speed train wind resistance braking (reference Figure 10 )

[0057] A multi-body dynamics model of a high-speed train equipped with a windage brake device under hat-shaped gust loads at different wind direction angles is constructed. The multi-body dynamics model of a high-speed train equipped with a windage brake device includes the mass of the windage brake device, the moment of inertia during the opening process, and the center of gravity position; it also includes the mass, moment of inertia, and center of gravity position of at least the car body, bogie, and wheelset; the position of the suspension device and its vertical, lateral, and longitudinal stiffness, vertical and lateral damping are considered; the multi-body dynamics model also includes a nonlinear system including the wheel-rail contact geometry, wheel-rail creep, the primary and secondary suspension system, the lateral buffer, and the anti-snaking damper; the calculation uses the train dynamic parameters under the full load state, the wheelset, frame, and car body are all regarded as rigid bodies, the elastic deformation of the rails is not considered, and the excitation of measured track irregularities can be considered;

[0058] 13) Determining the critical wind speed: Based on the model in step 12), calculate and obtain time history curves of the wheel-rail vertical force under different operating conditions; calculate the rollover coefficient from the time history curves of the wheel-rail vertical force and perform a 2Hz low-pass filter; determine the most unfavorable bogie and the maximum rollover coefficient; wherein, the safety index of the maximum rollover coefficient corresponding to the most unfavorable bogie of a high-speed train equipped with a windage brake device under wind load is evaluated according to the following formula:

[0059]

[0060] Where: D max is the maximum overturning coefficient; P0 is the average wheel-rail vertical force of the train when there is no excitation; P i1P is the wheel-rail vertical force on the unloading side of the first wheelset of the bogie; j1 is the wheel-rail vertical force on the unloading side of the second wheelset of the bogie.

[0061] Determine the critical wind speed of a high-speed train equipped with a windage brake device under different operating conditions by reverse calculation based on the maximum rollover coefficient; statistically fill in a windage brake critical wind speed table corresponding to different wind direction angles of wind models under different operating conditions, as shown in the following speed-critical wind speed sample table format, wherein the speed-critical wind speed sample table at least includes speed information from 160 km / h to the actual maximum operating speed of the line, and wind model wind direction angle information from 10° to 170°, wherein the calculated speed gradient is no more than 20 km / h, and the calculated wind model wind direction angle gradient is no more than 10°;

[0062] 2) Collecting railway line data and terrain data along the line: the railway line data includes railway line plane data, line cross-section data, and line design speed; the terrain data along the line includes landform information along the line;

[0063] 3) Collect and process meteorological observation data: Analyze long-term observation data from all meteorological observation stations along the route;

[0064] 4) Modeling the meteorological observation data collected and processed in step 3) and using CFD methods to calculate the average wind speed distribution and its conversion coefficient at specific points on the operating line;

[0065] 5) Construct gust model: The gust model coordinate system is defined as follows Figure 3 As shown, the gust factor of any point on the running line is obtained by modeling, and the gust wind speed is derived according to the average wind speed; the gust model is a hat-shaped gust model. The spatial distribution of the hat-shaped gust model is as follows Figure 4 As shown, the time distribution of the hat-shaped gust model is as follows Figure 5 Example.

[0066] The average wind speed U of the hat-shaped gust mean By gust factor G and maximum wind speed U max Calculated, comparative relationship reference Figure 6 , the calculation formula is as follows:

[0067] U mean =U max / G;

[0068] The time constant of the hat-shaped gust is calculated by the power spectral density of the longitudinal component, and the average time constant of the hat-shaped gust is calculated as follows:

[0069]

[0070] Where S u (n) is the calculated power spectrum density, where f u is the dimensionless frequency; σ u is the standard deviation of the wind speed component u; n is the general harmonic component of the wind speed spectrum;

[0071] The longitudinal and transverse wind speeds of the hat-shaped gust relative to the line are calculated using the time constant and wind direction angle, and the calculation formula is as follows:

[0072]

[0073] Where: are the hat-shaped gust longitudinal and transverse wind speeds relative to the line, respectively; is the distance from the wind load action point to the position of the maximum gust amplitude; β is the wind direction angle, and f is the gust characteristic frequency.

[0074] 6) Comparison of wind field environment information and critical wind speed between line sections

[0075] Compare the gust data at any point on the operating line obtained in step 5) with the limit wind speeds for different operating line conditions calculated in step 1) to form a sample table of mileage-line section wind field information-train operation information as shown below. The sample table of mileage-line section wind field information-train operation information at least includes mileage section, wind field type, statistically most unfavorable wind direction angle, maximum wind speed, maximum safe speed for wind resistance braking, maximum safe operating speed for trains, and designed train operating speed information;

[0076] 7) Determination of wind resistance brake operation control information interval (reference Figure 7 )

[0077] Based on the data from the mileage-line interval wind field information-train operation information sample table described in step 6), a curve is generated comparing gust data at any point on the operating line with the corresponding limit wind speed for different operating line conditions. The operating ranges near and above the limit wind speed are extracted, and windage braking control recommendations are provided. A windage braking control line interval map is drawn, and the relevant data is connected to the train operation control system. The error in determining the near-limit wind speed is within 2.5 m / s below the limit wind speed.

[0078] It should be noted that the directions or positional relationships indicated by “front”, “back”, “up”, “down”, etc. mentioned in this document are based on the positional relationships shown in the accompanying drawings, and are only for the convenience of describing the technical solution and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific direction, be constructed or operate in a specific direction. Therefore, it cannot be understood as a limitation on the technical solution, and the connection relationship may refer to a direct connection relationship or an indirect connection relationship. The professional terminology symbols in this document are given corresponding marks and explanations in the order of appearance, and are only explained once. The same applies to the meaning, explanation or description represented by the symbols with the same marks that appear subsequently.

[0079] Obviously, those skilled in the art can make various changes and modifications to the present invention without departing from the spirit and scope of the present invention. Thus, if these 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 these modifications and variations.

Claims

1. A method for selecting the adaptability of wind field environment and wind resistance braking control in a high-speed train running line section, characterized by: The method determines the critical wind speed that varies with the wind direction angle under various adverse wind environment conditions by using train wind resistance braking aerodynamic simulation calculation and multi-body dynamics simulation calculation, collects railway line data and terrain data along the line, and collects and processes meteorological observation data, and uses the CFD method to build the wind field information and gust model of the running line. By comparing the wind field environment information of the line section with the critical wind speed, the train wind resistance braking line section operation control suggestion is given, and the relevant data is connected to the train operation control system; the specific high-speed train running line section wind field environment and wind resistance braking control adaptability selection method includes the following steps: 1) Determination of safe speed threshold for high-speed trains equipped with wind resistance brakes in wind field environments along the line: 11) Aerodynamic simulation calculation of wind resistance braking of high-speed trains: 111) Establishment of train aerodynamic calculation model: The wind resistance brake model and the high-speed train model are selected and determined according to the actual operation and application. The installation layout of the wind resistance brake model and the high-speed train model achieves a smooth transition and fit in appearance on the basis of meeting the railway construction limit and the vehicle limit. When establishing the wind resistance brake model and the high-speed train model, structures with a full size less than 25mm are ignored; the calculation domain, boundary conditions, and turbulence model calculation settings should meet the relevant provisions of the Chinese industry standards TB / T 3503.1, TB / T 3503.2, TB / T 3503.3, TB / T 3503.4, and TB / T 3503.5; 112) Calculation conditions selection: ① The operating line is the roadbed condition: the roadbed is a double-track ballastless track model with a height of not less than 6m, and a long and open open line line is adopted, and the line length is not less than the total length of the model calculation domain; ② The operating line is the bridge condition: the bridge is a double-track ballastless track model with a height of not less than 15m, the total length of the bridge is not less than 1km, and a long straight road model is adopted, and the line length is not less than the total length of the model calculation domain; ③ The operating line is the tunnel condition: the tunnel is a double-track tunnel with a total length of not less than 2km, and a long straight road model is adopted, and the line length is not less than the total length of the model calculation domain; ④ The operating line is a condition that includes other special structures; 12) Multi-body dynamics simulation calculation of wind resistance braking of high-speed trains: A multi-body dynamics model of a high-speed train equipped with a wind resistance brake device under the action of a hat-shaped gust load at different wind direction angles is constructed, wherein the multi-body dynamics model of a high-speed train equipped with a wind resistance brake device includes the mass of the wind resistance brake device, the moment of inertia during the opening process, and the center of gravity position; and at least includes the mass, moment of inertia, and center of gravity position of the car body, bogie, and wheelset; the position of the suspension device and its vertical, lateral and longitudinal stiffness, vertical and lateral damping are considered; the multi-body dynamics model also includes a nonlinear system including wheel-rail contact geometry, wheel-rail creep, primary and secondary suspension systems, lateral buffers, and anti-snaking shock absorbers; wherein the calculation uses the train dynamics parameters under a fully loaded state, the wheelset, frame, and car body are all regarded as rigid bodies, the elastic deformation of the rails is not considered, and the excitation of the measured track irregularity is considered; 13) Determination of critical wind speed: based on the model in step 12), calculate and obtain the time history curve of wheel-rail vertical force under different working conditions; calculate the rollover coefficient through the time history curve of wheel-rail vertical force, and perform 2Hz low-pass filtering; determine the most unfavorable bogie and the maximum rollover coefficient; reversely determine the critical wind speed of the high-speed train equipped with wind resistance braking device under different working conditions according to the maximum rollover coefficient; statistically fill in the wind resistance braking critical wind speed table corresponding to different wind direction angles of wind models under different working conditions, as shown in the following speed-critical wind speed sample table format, the speed-critical wind speed sample table at least includes speed information from 160km / h to the actual maximum operating speed of the line, and wind model wind direction angle information from 10° to 170°, wherein the calculated vehicle speed gradient is not greater than 20km / h, and the calculated wind model wind direction angle gradient is not greater than 10°; 2) Collecting railway line data and terrain data along the line: the railway line data includes railway line plane data, line cross-section data, and line design speed, and the terrain data along the line includes landform information along the line; 3) Collect and process meteorological observation data: Analyze the long-term observation data of all meteorological observation stations along the route; 4) Modeling based on the meteorological observation data collected and processed in step 3), using CFD method to calculate the average wind speed distribution and its conversion coefficient at specific points of the operating line; 5) Constructing a gust model: The gust factor at any point on the running line is obtained by modeling, and the gust wind speed is derived according to the average wind speed; the gust model is a hat-shaped gust model, and the average wind speed U of the hat-shaped gust is mean By gust factor G and maximum wind speed U max The calculation formula is as follows: IN mean =U max MR; The time constant of the hat-shaped gust is calculated by the power spectral density of the longitudinal component, and the average time constant of the hat-shaped gust is calculated as follows: In the formula, S u (n) is the power spectrum density, where f u is the dimensionless frequency; σ u is the standard deviation of wind speed component u; n is the general harmonic component of wind speed spectrum; The wind speed of the hat-shaped gust longitudinally and transversely relative to the line is calculated by the time constant and the wind direction angle, and the calculation formula is as follows: Where: are the wind speeds of the hat-shaped gust longitudinally and transversely relative to the line, respectively; is the distance from the wind load action point to the maximum gust amplitude position; β is the wind direction angle, and f is the gust characteristic frequency; 6) Comparison of wind field environment information and critical wind speed between lines: Compare the gust data of any point on the running line obtained in step 5) with the limit wind speed of different running line conditions calculated in step 1) to form a sample table of mileage-line section wind field information-train running information as shown below, wherein the sample table of mileage-line section wind field information-train running information at least includes mileage section, wind field type, statistical most unfavorable wind direction angle, maximum wind speed, maximum safe speed of wind resistance braking, maximum safe running speed of train, and designed train running speed information; 7) Determination of windage brake operation control information interval: According to the mileage-line section wind field information-train operation information sample table data described in step 6), the gust data at any point on the operating line and the corresponding limit wind speed curve of different operating line conditions are obtained, the operating ranges near the limit wind speed and exceeding the limit wind speed are extracted, wind resistance braking control suggestions are given, and a wind resistance braking control line section diagram is drawn. The relevant data is connected to the train operation control system.

2. The method for selecting the adaptability of wind field environment and wind resistance braking control in a high-speed train running line section according to claim 1 is characterized by: The safety index of the maximum overturning coefficient corresponding to the most unfavorable bogie of a high-speed train equipped with a wind resistance brake device under wind load is evaluated by the following formula: Where: D max is the maximum overturning coefficient; P0 is the average wheel-rail vertical force of the train without excitation; P i1 P is the wheel-rail vertical force on the unloading side of the first wheelset of the bogie; j1 is the wheel-rail vertical force on the unloading side of the second wheelset of the bogie.

3. The method for selecting the adaptability of wind field environment and wind resistance braking control in a high-speed train running line section according to claim 1 is characterized by: The error in determining the near-limit wind speed is within 2.5 m / s below the limit wind speed.

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