Blowing device and method for crosswind pneumatic safety control of high-speed train

Abstract

The invention relates to the technical field of high-speed train pneumatic safety performance optimization, in particular to a high-speed train crosswind pneumatic safety control blowing device which comprises a blowing assembly and an adjusting assembly. The air blowing assembly comprises a plurality of air blowing pipes, an air pump and an air conveying pipe, the air blowing pipes are arranged on the tops of the two sides of the train in a sectional mode or close to the top of the train, and a plurality of air blowing holes are formed in the sides, away from the train, of the air blowing pipes at equal intervals in the axial direction. The air pump is installed on the train and connected with the air blowing pipe through the air conveying pipe. The adjusting assembly comprises a motor, a wind speed and direction sensor and a controller. The motor is in transmission connection with the air blowing pipe and used for adjusting the angle of the air blowing hole. The wind speed and direction sensor is installed on the roof of the train and used for monitoring the wind speed outside the train in real time. The controller is arranged in a safety guarantee system of the train, and the controller is connected with the motor, the wind speed and direction sensor and an inertial measurement unit of the train.

Description

Technical Field

[0001] This invention relates to the field of high-speed train aerodynamic safety performance optimization technology, and more specifically, to an air blowing device and method for crosswind aerodynamic safety control of high-speed trains. Background Technology

[0002] Aerodynamic safety is a crucial and unavoidable issue in the development of high-speed trains, affecting their operational stability, safety, and efficiency. With advancements in technology, the operating speeds of high-speed trains worldwide are continuously increasing, leading to increasingly prominent aerodynamic problems. The actual wind speed experienced by a train is a vector combination of its operating speed and natural crosswinds. This creates an angle between the train and the crosswind, generating significant aerodynamic loads and complex aerodynamic effects. The train will be subjected to lateral forces, lift, and overturning moments, potentially leading to serious accidents.

[0003] Traditional methods for combating crosswinds in trains primarily involve two approaches: first, optimizing the train's shape and structure by designing a streamlined body to reduce wind resistance and lowering the center of gravity through the efficient placement of heavy equipment; second, implementing protective measures in railway engineering, such as constructing windbreaks on the windward side of the railway or planting windbreaks at a certain distance from the tracks. However, most traditional crosswind countermeasures are passive, highlighting the urgent need for devices and methods that can proactively reduce the hazards of crosswinds. Summary of the Invention

[0004] The present invention aims to provide an air blowing device for crosswind aerodynamic safety control of high-speed trains, in order to solve the problem that when high-speed trains are subjected to crosswinds in strong winds, lateral forces and lift are generated, and a large overturning moment occurs, leading to an excessive risk of overturning of high-speed trains.

[0005] The objective of this invention is achieved through the following technical solution:

[0006] An air blowing device for crosswind aerodynamic safety control of high-speed trains includes an air blowing component and an adjustment component.

[0007] The air blowing assembly includes multiple air blowing pipes, an air pump, and an air supply pipe. The multiple air blowing pipes are arranged in sections on the top of both sides of the train or near the top of the train. The air blowing pipes have multiple air blowing holes at equal intervals along the axial direction on the side away from the train. The air pump is installed on the train and is connected to the air blowing pipes through the air supply pipes.

[0008] The adjustment component includes a motor, a wind speed and direction sensor, and a controller; the motor is connected to the air blowing pipe and is used to adjust the angle of the air blowing hole; the wind speed and direction sensor is installed on the roof of the train and is used to monitor the external wind speed of the train in real time; the controller is set in the safety protection system of the train and is connected to the motor, the wind speed and direction sensor, and the train's inertial measurement unit.

[0009] An anemometer and wind direction sensor monitor the outside wind speed in real time. The sensor then sends a signal to the controller, which in turn sends a command to the air pump to change the flow rate. The controller is connected to an inertial measurement unit (IMU). The IMU uses a gyroscope and accelerometer to sense the train's motion and spatial attitude, monitoring the vehicle's roll and yaw. It transmits the train's real-time attitude information to the controller, which then uses a motor to rotate the air pipe based on the degree of deviation in the train's attitude, thereby changing the air blowing angle and correcting the train's attitude. The gyroscope monitors the vehicle's sway, and the accelerometer monitors the train's lateral acceleration, ultimately restoring the train to stable operation.

[0010] Furthermore, the side or top of the train is provided with a mounting groove that is recessed into the train. The two ends of the mounting groove are respectively provided with a first protrusion and a first groove. The first protrusion is rotatably connected to the train body. The two ends of the air pipe are respectively provided with a second groove and a second protrusion. Both the first protrusion and the second protrusion are cylindrical structures.

[0011] The air blowing pipe is installed in the mounting groove, and the first protrusion is fixedly embedded in the first groove, the second protrusion is rotatably embedded in the second groove, and the motor is embedded in the train and is connected to the first protrusion for transmission.

[0012] Furthermore, the length of the air blowing pipe is 2-5m, the diameter is 0.05m-0.07m, it is made of aluminum alloy, and the distance between two adjacent air blowing pipes is 0.5-1.5m.

[0013] Furthermore, when the air blowing pipe is installed near the top of the side of the train, the air blowing pipe is 0.4m-0.65m away from the roof.

[0014] Furthermore, for the head carriage, the air blowing pipe is installed on the top side of the head carriage;

[0015] For the middle and rear carriages, the air blowing pipe is installed on the side of the middle or rear carriage near the top.

[0016] This invention also provides an air blowing method for crosswind aerodynamic safety control of high-speed trains, comprising the following steps:

[0017] S1. For the head car, set the air pipe at the top of the side of the car; for the middle and tail cars, set the air pipe at the side of the car, 0.4m-0.65m from the roof.

[0018] S2. By adjusting the components, set the blowing parameters, including the blowing speed and blowing angle, and conduct the test according to the preset working conditions;

[0019] S3. The rates of change of the lateral force coefficient, the lift coefficient, and the overturning moment coefficient are calculated.

[0020] S4. After obtaining the convergent flow field results before and after control, calculate the lateral force coefficient, lift coefficient and overturning moment coefficient, compare them with the corresponding coefficients of the non-blowing control, calculate the corresponding rate of change, and obtain the optimal blowing ratio BR and blowing angle β corresponding to L1, L2 and L3.

[0021] S5. In actual operation, for different combinations of wind speed and train speed, the optimal blowing parameters are matched according to the best blowing ratio and blowing angle, and the blowing control is activated to achieve effective adjustment of the lateral aerodynamic force of high-speed trains, thereby improving crosswind aerodynamic stability and operational safety.

[0022] Furthermore, in step S2, the blowing scheme includes:

[0023] (1) With the blowing direction fixed perpendicular to the outer surface of the train, the ratio of the blowing speed to the train speed is changed, i.e., the blowing ratio BR, which is defined as: BR=V / U ∞ Where V is the amplitude of the blowing speed, and U ∞ For the train speed, the air ratio BR is selected from several values ​​ranging from 0 to 1.3, from small to large.

[0024] (2) Fix the ratio of the blowing speed to the train speed, and change the blowing angle β. The angle is defined as follows: 0° is perpendicular to the surface, positive when it is biased towards the crosswind direction, and negative when it is deviated from the crosswind direction. The blowing angle β is selected from several values ​​in the range of [-75°, 75°].

[0025] The preset operating conditions include train speed and crosswind speed. The train speed is selected based on the train's travel speed, and the crosswind speed is selected based on the crosswind speed that has a significant impact on train operation.

[0026] Furthermore, in step S3, the calculation steps are as follows:

[0027] S31. Establish a geometric model of a high-speed train including the air blowing component;

[0028] S32. Establish the computational domain for the flow field around the high-speed train under crosswind conditions. The size requirements of the computational domain should refer to the standard EN14067-6-2018. Mesh the geometric model and computational domain, and perform independence analysis on the mesh.

[0029] S33. The effectiveness of the method was verified by wind tunnel experiments, namely the Reynolds-averaged method that meets the engineering error requirements, namely the Reynolds-averaged Navier-Stokes equations and the SST k-ω model, to calculate the train flow field under uncontrolled conditions, i.e. BR=0, β=0°.

[0030] S34. Calculate the flow field around the train under each air blowing scheme.

[0031] Furthermore, in step S4, the formulas for calculating each coefficient and its rate of change are as follows:

[0032] Lateral force coefficient: Rate of change: ;

[0033] Lift coefficient: Rate of change: ;

[0034] Overturning moment coefficient: Rate of change: ;

[0035] In the formula, ρ is the fluid density, with units of kg / m³. 3 S represents the reference area, which is the projected area of ​​the high-speed train in its direction of travel, measured in meters (m²). 2 R is the reference radius, taken as a fixed value of 3m; F s F l M x These are the lateral force, lift, and overturning moment acting on the train, respectively. , , These are the lateral force coefficient, lift coefficient, and overturning moment coefficient under uncontrolled conditions.

[0036] Compared with the prior art, the beneficial effects of the present invention are:

[0037] This invention, through the installation of air-blowing and adjustment components, enables the control of air-blowing speed and direction, covering air-blowing position, speed, and direction. By blowing air onto the leeward side of the train in response to crosswinds, it alters the flow field structure as the crosswind passes over the train body. For example, by blowing air to move vortices away from the train surface, it reduces the lateral forces and lift acting on the train, decreases the overturning moment, and ultimately lowers the risk of the train overturning when passing through strong wind areas, ensuring the train maintains a stable operating posture. Unlike existing technologies, the technology disclosed in this invention is an active method that allows for more precise human control to adapt to the operating conditions of high-speed trains under different wind intensities. These functions contribute to improving the operational stability, safety, and efficiency of high-speed trains. Attached Figure Description

[0038] The accompanying drawings are provided to further illustrate the invention and form part of the specification. They are used in conjunction with embodiments of the invention to explain the invention and do not constitute a limitation thereof. In the drawings:

[0039] Figure 1 This is a schematic diagram of the overall structure of the air blowing device for crosswind aerodynamic safety control of high-speed trains in this invention.

[0040] Figure 2 This is a schematic diagram of the air blowing assembly in this invention.

[0041] Figure 3 This is a schematic diagram of the air blowing pipe installation structure in this invention.

[0042] Figure 4 This is a schematic diagram of the air blowing assembly installed in the front carriage of the present invention.

[0043] Figure 5 This is a schematic diagram of the air blowing assembly installed in the middle carriage of the present invention.

[0044] Figure 6 This is a schematic diagram of the air blowing component installed in the rear compartment of the present invention.

[0045] Figure 7 This is a simplified diagram showing the flow field formed on the leeward side when a crosswind passes by a train.

[0046] In the diagram: 1. Air blowing pipe; 2. Air pump; 3. Air supply pipe; 4. Air blowing hole; 5. Second groove; 6. Second protrusion; 7. Mounting groove. Detailed Implementation

[0047] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0048] Example:

[0049] like Figures 1-7 As shown, the air blowing device for crosswind aerodynamic safety control of high-speed trains in this embodiment includes an air blowing component and an adjustment component.

[0050] The air blowing assembly includes multiple air blowing pipes 1, an air pump 2, and an air supply pipe 3. The multiple air blowing pipes 1 are arranged in sections on the top of both sides of the train or near the top of the train. The air blowing pipes 1 have multiple air blowing holes 4 at equal intervals along the axial direction on the side away from the train. The air pump 2 is installed on the train and is connected to the air blowing pipes 1 through the air supply pipe 3. The air supply pipe 3 can optionally be a high-pressure explosion-proof hose.

[0051] The adjustment assembly includes a motor, a wind speed and direction sensor, and a controller. The motor is connected to the air blowing pipe 1 and is used to adjust the angle of the air blowing hole 4. The wind speed and direction sensor is installed on the roof of the train to monitor the external wind speed in real time. The controller is located in the train's safety system and is connected to the motor, the wind speed and direction sensor, and the train's inertial measurement unit.

[0052] A wind speed and direction sensor monitors the external wind speed in real time. The sensor then sends a signal to the controller, which in turn sends a command to air pump 2 to change its flow rate. The controller is connected to an inertial measurement unit (IMU), which uses a gyroscope and accelerometer to sense the train's motion and spatial attitude, monitoring the vehicle's roll and yaw. It transmits the train's real-time attitude information to the controller, which then uses a motor to rotate the air pipe 1 based on the degree of attitude deviation, thereby changing the air blowing angle and correcting the train's attitude. The gyroscope monitors the vehicle's sway, and the accelerometer monitors the train's lateral acceleration, ultimately restoring the train to stable operation.

[0053] Specifically, in this embodiment, for the head car L1, the air inlet pipe 1 is installed on the roof of the head car L1 at a distance of 0.4m-0.5m from the side. For the middle car L2 and the tail car L3, the air inlet pipe 1 is installed on the side of the middle car L2 and the tail car L3 at a distance of 0.55m-0.65m from the roof.

[0054] In this embodiment, the air blowing pipe 1 is 3m long, the air outlet radius is 12mm, and the hole spacing is 50mm. The air blowing pipe 1 is made of aluminum alloy, which has a density of about 1 / 3 that of steel, reducing the additional weight to the train. It also has excellent elasticity and resistance to atmospheric corrosion, and is not easily deformed in high-speed aerodynamic environments. To prevent the air outlet 4 from becoming clogged, a dustproof net can be installed inside the hole, and a downward or sideways bent metal grille is provided on the outside of the installation location.

[0055] The spacing between adjacent air blowing pipes 1 is 1m. The total coverage length for the first carriage L1 is approximately 18m-20m, for the middle carriage L2 it is approximately 23m-25m, and for the last carriage L3 it is approximately 18m-20m. In some other embodiments, the coverage length of the air blowing assembly is set according to the actual length of the train. The number and position of the air pumps 2 are set according to the number and position of the air blowing pipes 1. One air pump 2 can be connected to multiple air blowing pipes 1, or one air pump 2 can be set for each air blowing pipe 1. The model and performance parameters of the air pumps 2 are selected according to the actual situation to achieve the effect of the present invention.

[0056] An installation groove 7, recessed into the train, is provided at the location where the air pipe 1 is installed on the outside of the train. A first protrusion and a first groove are respectively provided at both ends of the installation groove 7. The first protrusion is rotatably connected to the train body. A second groove 5 and a second protrusion 6 are respectively provided at both ends of the air pipe 1. Both the first protrusion and the second protrusion 6 are cylindrical structures. The first groove is adapted to the second protrusion 6, and the second groove 5 is adapted to the first protrusion.

[0057] The air blowing pipe 1 is installed in the mounting groove 7, and the first protrusion is fixedly embedded in the first groove. The second protrusion 6 is rotatably embedded in the second groove 5. The motor is embedded in the train and is connected to the first protrusion for transmission. Preferably, the motor is a servo motor or a stepper motor. The air blowing pipe 1 is rotated by the motor, thereby changing the blowing angle.

[0058] The air blowing method for crosswind aerodynamic safety control of high-speed trains in this embodiment includes the following steps:

[0059] S1. For the leading car L1, set the air pipe at the top of the side of the car. For the middle car L2 and the rear car L3, set the air pipe at the side of the car, 0.55m-0.65m from the roof.

[0060] S2. By adjusting the components, set the blowing scheme. The parameters of the blowing scheme include the blowing speed and the blowing angle. Test according to the preset working conditions.

[0061] Preset operating conditions include:

[0062] (1) With the blowing direction fixed perpendicular to the outer surface of the train, the ratio of the blowing speed to the train speed is changed, i.e., the blowing ratio BR, which is defined as: BR=V / U ∞ Where V is the amplitude of the blowing speed, and U ∞ For the train speed, a speed of 400 km / h was selected, with a crosswind speed of 25 m / s. The air ratio BR was selected from several values ​​ranging from 0 to 1.3, from small to large, for example, BR values ​​of 0.1, 0.3, 0.7, 0.9, 1.1, and 1.3. The more values ​​taken, the more accurate the final calculation result will be.

[0063] (2) Fix the ratio of the blowing speed to the train speed, and change the blowing angle β. The angle is defined as follows: 0° is perpendicular to the surface, positive when it is biased towards the crosswind direction, and negative when it is deviated from the crosswind direction. The blowing angle β is selected from several values ​​in the range of [-75°, 75°]. For example, the blowing angle β can be selected from several working conditions with β as 0°, ±25°, ±50°, and ±75°. The more values ​​are selected, the more accurate the final calculation result will be.

[0064] S3. The rates of change of the lateral force coefficient, the lift coefficient, and the overturning moment coefficient are calculated.

[0065] The calculation process is as follows:

[0066] S31. Establish a geometric model of a high-speed train including the air blowing assembly. In this embodiment, the air blowing assembly includes L1, L2 and L3.

[0067] S32. Establish the computational domain for the flow field around the high-speed train under crosswind conditions. The size requirements of the computational domain should refer to the standard EN14067-6-2018. Mesh the geometric model and computational domain, and perform independence analysis on the mesh.

[0068] S33. The effectiveness of the Reynolds-averaged method was verified by wind tunnel experiments, which meets the engineering error requirements. The Reynolds-averaged method is the Reynolds-averaged Navier-Stokes equation and the SST k-ω model. The working conditions of 400 km / h and crosswind speed of 25 m / s were selected to calculate the train flow field under uncontrolled conditions, i.e. BR=0 and β=0°.

[0069] S34. Calculate the flow field around the train under various air blowing schemes, with a train speed of 400 km / h and a crosswind speed of 25 m / s.

[0070] S4. After obtaining the convergent flow field results before and after control, calculate the lateral force coefficient, lift coefficient and overturning moment coefficient, compare them with the corresponding coefficients of no blowing control, calculate the corresponding rate of change, and obtain the optimal blowing ratio BR and blowing angle β corresponding to L1, L2 and L3.

[0071] The formulas for calculating each coefficient and its rate of change are as follows:

[0072] Lateral force coefficient: Rate of change: ;

[0073] Lift coefficient: Rate of change: ;

[0074] Overturning moment coefficient: Rate of change: ;

[0075] In the formula, ρ is the fluid density, with units of kg / m³. 3 S represents the reference area, which is the projected area of ​​the high-speed train in its direction of travel, measured in meters (m²). 2 R is the reference radius, taken as a fixed value of 3m; F s F l M x These are the lateral force, lift, and overturning moment acting on the train, respectively. , , These are the lateral force coefficient, lift coefficient, and overturning moment coefficient under uncontrolled conditions.

[0076] The optimal results for the air blowing control at positions L1, L2, and L3 in this embodiment are shown in the table below:

[0077]

[0078] Observation of experimental data reveals that when the air-blowing assembly is positioned at the top and blows air along the normal direction, and when it is positioned on the side and blows air at a 75° angle away from the leeward side, both the lateral force coefficient and the overturning moment coefficient increase, while the lift coefficient decreases significantly. When the air-blowing assembly is positioned on the side and blows air at a 50° angle away from the leeward side, both the lateral force coefficient and the overturning moment coefficient decrease, but the lift coefficient increases. By combining parameters, a control scheme that balances multiple objectives can be found. For example, in combination 1, the increase in lift is minimal, while both the lateral force and the overturning moment are reduced.

[0079] Based on experimental data obtained from different blowing positions and blowing angles, placing the blowing assembly on the top of the carriage is most effective in reducing the lift coefficient; placing the blowing assembly on the side of the carriage and blowing towards the leeward side is most effective in reducing the lateral force coefficient and overturning moment.

[0080] The experimental data can serve as a reference for the air blowing position, blowing speed and angle of the air blowing component when high-speed trains are running under different wind conditions. It can help trains choose appropriate solutions under different wind conditions to reduce the impact of crosswinds on train operation.

[0081] S5. In actual operation, for different combinations of wind speed and train speed, the optimal blowing parameters are matched according to the best blowing ratio and blowing angle, and the blowing control is activated to achieve effective adjustment of the lateral aerodynamic force of high-speed trains, thereby improving crosswind aerodynamic stability and operational safety.

[0082] This invention utilizes a parameter adjustment device to control the blowing speed and direction, covering blowing position, speed, and direction. By blowing air onto the leeward side of the train in response to crosswinds, it alters the flow field structure as the crosswind passes over the train body. For example, by blowing air, it moves vortices away from the train surface, thereby reducing the lateral force and lift on the train, decreasing the overturning moment, and ultimately lowering the risk of rollover when the train passes through strong wind areas, ensuring stable operation. Unlike existing technologies, this invention discloses an active method that allows for more precise human control to adapt to the driving conditions of high-speed trains under varying wind intensities. These functions contribute to improving the operational stability, safety, and efficiency of high-speed trains.

[0083] Finally, it should be noted that the above descriptions are merely preferred embodiments of the present invention and are not intended to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. An air blowing device for crosswind aerodynamic safety control of high-speed trains, characterized in that, include: An air blowing assembly, comprising multiple air blowing pipes (1), an air pump (2), and an air supply pipe (3), wherein the multiple air blowing pipes (1) are segmentally arranged on the top of both sides of the train or near the top of the train, and each air blowing pipe (1) has multiple air blowing holes (4) evenly spaced along the axial direction on the side away from the train; the air pump (2) is installed on the train and connected to the air blowing pipes (1) through the air supply pipes (3); and The adjustment component includes a motor, a wind speed and direction sensor, and a controller; the motor is connected to the air blowing pipe (1) for adjusting the angle of the air blowing hole (4); the wind speed and direction sensor is installed on the roof of the train for real-time monitoring of the external wind speed of the train; the controller is set in the safety protection system of the train and is connected to the motor, the wind speed and direction sensor and the inertial measurement unit of the train.

2. The air blowing device for crosswind aerodynamic safety control of high-speed trains according to claim 1, characterized in that, The side or top of the train is provided with an installation groove (7) that is recessed into the train. The two ends of the installation groove (7) are respectively provided with a first protrusion and a first groove. The first protrusion is rotatably connected to the train body. The two ends of the air pipe (1) are respectively provided with a second groove (5) and a second protrusion (6). The first protrusion and the second protrusion (6) are both cylindrical structures. The air blowing pipe (1) is installed in the mounting groove (7), and the first protrusion is fixedly embedded in the first groove, the second protrusion (6) is rotatably embedded in the second groove (5), and the motor is embedded in the train and is connected to the first protrusion for transmission.

3. The air blowing device for crosswind aerodynamic safety control of high-speed trains according to claim 2, characterized in that, The length of the air blowing pipe (1) is 2-5m, the diameter is 0.05m-0.07m, and it is made of aluminum alloy. The distance between two adjacent air blowing pipes (1) is 0.5-1.5m.

4. The air blowing device for crosswind aerodynamic safety control of high-speed trains according to claim 3, characterized in that, When the air blowing pipe (1) is installed near the top of the side of the train, the air blowing pipe (1) is 0.4m-0.65m away from the roof.

5. The air blowing device for crosswind aerodynamic safety control of high-speed trains according to claim 4, characterized in that, For the head carriage, the air blowing pipe (1) is installed on the top side of the head carriage; For the middle and rear carriages, the air blowing pipe (1) is installed on the side of the middle or rear carriage near the top.

6. A blowing method for a blowing device for crosswind aerodynamic safety control of high-speed trains according to any one of claims 1-5, characterized in that, Includes the following steps: S1. For the head carriage, set the air pipe (1) at the top of the carriage, 0.4m-0.5m from the side. For the middle and tail carriages, set the air pipe (1) at the side of the carriage, 0.55m-0.65m from the top. S2. By adjusting the components, set the blowing scheme. The parameters of the blowing scheme include the blowing speed and the blowing angle. Test according to the preset working conditions. S3. The rates of change of the lateral force coefficient, the lift coefficient, and the overturning moment coefficient are calculated. S4. After obtaining the convergent flow field results before and after control, calculate the lateral force coefficient, lift coefficient and overturning moment coefficient, compare them with the corresponding coefficients without air blowing control, calculate the corresponding rate of change, and obtain the blowing speed and blowing angle corresponding to the air blowing components at different positions. S5. In actual operation, for different combinations of wind speed and train speed, the optimal blowing parameters are matched for the blowing components at different locations and the blowing control is activated to achieve effective adjustment of the lateral aerodynamic force of the high-speed train, thereby improving crosswind aerodynamic stability and operational safety.

7. The air blowing method of the air blowing device for crosswind aerodynamic safety control of high-speed trains according to claim 6, characterized in that, In step S2, the preset operating conditions include: (1) With the blowing direction fixed perpendicular to the outer surface of the train, the ratio of the blowing speed to the train speed is changed, i.e., the blowing ratio BR, which is defined as: BR=V / U ∞ Where V is the amplitude of the blowing speed, and U ∞ For the train speed, the air ratio BR is selected from several values ​​ranging from 0 to 1.3, from small to large. (2) Fix the ratio of the blowing speed to the train speed, and change the blowing angle β. The angle is defined as follows: 0° is perpendicular to the surface, positive when it is biased towards the crosswind direction, and negative when it is deviated from the crosswind direction. The blowing angle β is selected from several values ​​in the range of [-75°, 75°].

8. The air blowing method of the air blowing device for crosswind aerodynamic safety control of high-speed trains according to claim 7, characterized in that, In step S3, the calculation steps are as follows: S31. Establish a geometric model of a high-speed train including the air blowing component; S32. Establish the computational domain of the flow field around the high-speed train under crosswind conditions, divide the geometric model and computational domain into grids, and perform independence analysis on the grids; S33. The Reynolds-averaged method, which is effective, is verified by wind tunnel experiments to calculate the flow field around the train under uncontrolled conditions, i.e., BR=0 and β=0°. S34. Calculate the train flow field under each preset operating condition.

9. The air blowing method of the air blowing device for crosswind aerodynamic safety control of high-speed trains according to claim 8, characterized in that, In step S4, the formulas for calculating each coefficient and its rate of change are as follows: Lateral force coefficient: Rate of change: ; Lift coefficient: Rate of change: ; Overturning moment coefficient: Rate of change: ; In the formula, ρ is the fluid density, with units of kg / m³. 3 S represents the reference area, which is the projected area of ​​the high-speed train in its direction of travel, measured in meters (m²). 2 R is the reference radius, which is a fixed value of 3m; Fs, Fl, and Mx are the lateral force, lift, and overturning moment acting on the train, respectively. , , These are the lateral force coefficient, lift coefficient, and overturning moment coefficient under uncontrolled conditions.

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