Influence of Longitudinal Layout Density of Aerodynamic Braking Devices on Braking Effect of High-Speed Trains
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摘要:
为进一步探究风阻制动装置在速度400 km/h及更高速列车上的协同布局，明确适配现阶段我国标准动车组风阻制动系统的整体制动收益和制动效率，以CR400AF平台动车组车体外形和基础制动系统配置为参考，装配不同数量的“蝶形”风阻制动装置；仿真计算不同工况下装配风阻制动装置高速列车的气动特性，提出适用于风阻制动问题的直接积分法解算方法；将列车在某一初速度工况下单纯依靠风阻制动装置进行制动停车，与列车惰行至停车的制动效果作对比分析；建立列车制动运行方程，采用分段累计法研究计算风阻制动配合常用制动与紧急制动的制动距离和制动时间. 研究结果表明：风阻制动装置的安装对于提高列车整体气动阻力有着明显的制动收益，布置密度越大，前后排风阻制动板间气动干涉效应越显著；采用联合风阻制动的复合制动方式可有效弥补高速阶段黏着制动力的不足，同时可解决风阻制动低速阶段制动力收益低的问题；联合制动距离与速度平方成正比，制动时间与速度一次方成正比，联合风阻制动可将350 km/h的初速度紧急制动距离缩减至
5500 m以内.Abstract:To further investigate the synergistic layout of aerodynamic braking devices on high-speed trains operating at 400 km/h and above and to clarify the overall braking benefit and efficiency of aerodynamic braking systems suitable for China’s current standard trainsets, the shape of the CR400AF platform and the configuration of its basic braking system were taken as a reference. Different numbers of “butterfly-type” aerodynamic braking devices were installed, and the aerodynamic characteristics of high-speed trains equipped with such devices under different operating conditions were simulated and calculated. A direct integration method applicable to aerodynamic braking problems was proposed. The braking performance of trains relying solely on aerodynamic braking devices at a given initial speed was compared with coasting to stop, and the braking effect was analyzed. Train braking equations were established, and the segmented accumulation method was used to calculate the braking distance and time when aerodynamic braking was combined with service braking and emergency braking. The results show that the installation of aerodynamic braking devices significantly increases the overall aerodynamic resistance of trains, and higher layout density leads to stronger aerodynamic interference between front and rear braking plates. The composite braking method combining aerodynamic braking effectively compensates for insufficient adhesive braking force at high speed, while addressing the low braking efficiency of aerodynamic braking at low speed. The combined braking distance is proportional to the square of the speed, and the braking time is proportional to the speed. With combined aerodynamic braking, the emergency braking distance from an initial speed of 350 km/h can be reduced to
5500 m or below.-
Key words:
- high-speed train /
- aerodynamics /
- aerodynamic braking device /
- braking distance /
- braking time /
- emergency braking /
- service braking
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图 1 装配风阻制动装置高速列车几何模型
Figure 1. Geometric model of a high-speed train equipped with aerodynamic braking devices
图 3 不同网格密度对应列车断面轮廓上稳态压力
Figure 3. Steady-state pressure on train cross-section profile under different mesh densities
图 5 装配风阻制动装置高速列车速度-阻力曲线
Figure 5. Speed–drag curves of high-speed trains equipped with aerodynamic braking devices
图 6 装配风阻制动装置高速列车气动阻力对比（v=400 km/h）
Figure 6. Comparison of aerodynamic drag for high-speed trains equipped with different sets of aerodynamic braking devices (v = 400 km/h)
图 7 单个风阻制动装置产生的气动阻力（v = 400 km/h）
Figure 7. Aerodynamic drag generated by a single aerodynamic braking device (v = 400 km/h)
图 8 高速列车对称面上部稳态压力（v=400 km/h）
Figure 8. Steady-state pressure on symmetry plane of high-speed trains (v = 400 km/h)
图 9 装配风阻制动装置高速列车纵向对称面上部稳态压力
Figure 9. Steady-state pressure on longitudinal symmetry plane of high-speed trains equipped with aerodynamic braking devices
图 10 装配风阻制动装置的高速列车在不同初速度工况下的风阻制动特性
Figure 10. Aerodynamic braking characteristics of high-speed trains equipped with aerodynamic braking devices under different initial speeds
图 11 CR400AF型动车组常用制动 + 风阻制动减速度
Figure 11. Deceleration of CR400AF trainsets with service braking + aerodynamic braking
图 13 CR400AF型动车组紧急制动 + 风阻制动减速度
Figure 13. Deceleration of CR400AF trainsets with emergency braking + aerodynamic braking
图 12 7N常用制动 + 风阻制动制动距离与制动时间
Figure 12. Braking distance and time of 7N service braking + aerodynamic braking
图 14 紧急制动UB + 风阻制动制动距离与制动时间
Figure 14. Braking distance and time of UB emergency braking + aerodynamic braking
表 1 网格尺度对装配风阻制动装置的高速列车气动阻力的影响
Table 1. Effect of mesh scale on aerodynamic drag of high-speed trains equipped with aerodynamic braking devices
网格密度 网格数/万个 阻力系数 变化率/% 精细 5340 2.301 中等 3900 2.275 1.12 粗糙 2860 2.196 4.56 
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表 2 装配不同套风阻制动装置后列车的阻力系数
Table 2. Drag coefficients of high-speed trains equipped with different sets of aerodynamic braking devices
8 编组列
车车辆编号对象 风阻制动装置布置套数/套 0 1 2 4 8 TC01 风阻制动装置 1.033 1.032 1.048 1.053 车辆整体 0.120 0.116 0.116 0.116 0.154 M02 风阻制动装置 0.705 车辆整体 0.037 0.036 0.036 0.036 0.060 TP03 风阻制动装置 0.770 0.657 车辆整体 0.032 0.031 0.031 0.030 0.055 MH04 风阻制动装置 0.611 车辆整体 0.032 0.032 0.031 0.031 0.053 MB05 风阻制动装置 0.588 车辆整体 0.032 0.032 0.032 0.032 0.052 TP06 风阻制动装置 0.734 0.575 车辆整体 0.032 0.031 0.031 0.030 0.051 M07 风阻制动装置 0.556 车辆整体 0.031 0.031 0.031 0.030 0.050 TC08 风阻制动装置 0.843 0.719 0.578 车辆整体 0.067 0.066 0.061 0.061 0.082 整车 0.382 0.413 0.438 0.484 0.557
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表 3 风阻制动阻力公式
Table 3. Aerodynamic braking resistance equation
布置套数/套 e cp 0 0 cp=1.32 + 0.0185 v +0.000508 v21 0.000023 cp=1.32 + 0.0185 v +0.000531 v22 0.000045 cp=1.32 + 0.0185 v +0.000553 v24 0.000075 cp=1.32 + 0.0185 v +0.000583 v28 0.000121 cp=1.32 + 0.0185 v +0.000629 v2
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表 4 CR400AF型动车组制动系统部件配置
Table 4. Component configuration of braking system for CR400AF trainsets
车辆名称 司机制动指令
设备/个制动控制
设备/套盘形制动
装置/套停放制动
装置/套主供风
单元/个辅助供风
单元/个紧急制动
设备/套TC01 1 0 10 2 1 M02 1 8 1 TP03 1 8 4 1 1 1 MH04 1 8 1 MB05 1 8 1 TP06 1 8 4 1 1 1 M07 1 8 1 TC08 1 1 10 2 1
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表 5 CR400AF型动车组紧急制动UB最小考核平均减速度（不考虑空气阻力）
Table 5. Minimum assessment average deceleration of CR400AF trainsets under UB emergency braking （without considering aerodynamic drag）
速度/ （km·h−1） 考核减速度/
（m·s−2）联合制动减速度/
（m·s−2）0～250 0.98 0.98 250～300 0.75 0.81 300～350 0.4 0.47 350～450 0.53
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表 6 高速动车组制动距离考核指标
Table 6. Braking distance assessment indicators for high-speed trainsets
制动初速度/（km·h−1） 制动距离/m 联合制动距离/m 450 ≤ 9200 350 ≤ 6500 ≤ 5500 300 ≤ 3800 ≤ 3630 250 ≤ 3200 ≤ 2500 200 ≤ 2000 ≤ 1700 160 ≤ 1400 ≤ 1100 120 ≤800 ≤650
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