新型高速列车风阻制动装置气动特性及制动性能研究  

Research on Aerodynamic Characteristics and Braking Performance of New Type of Wind Resistance Braking Device for High⁃speed Trains

作　　者：王红[1] 谢红太 WANG Hong;XIE Hongtai(School of Mechanical Engineering,Lanzhou Jiaotong University,Lanzhou 730070,China;Railway Planning and Design Institute,China Design Group Co.,Ltd.,Nanjing 210014,China)

机构地区：[1]兰州交通大学机电工程学院,甘肃兰州730070 [2]华设设计集团股份有限公司铁道规划设计研究院,江苏南京210014

出　　处：《铁道学报》2025年第1期38-46,共9页Journal of the China Railway Society

基　　金：甘肃省重点研发计划(23YFGA0040)。

摘　　要：为实现高速列车风阻制动系统在高速运行或紧急制动阶段,满足双向多模式多级选择制动,同时具备优良的空气动力学特性,以设计速度为400 km/h的高速动车组为参考,提出“窗形”风阻制动装置及其改进型设计方案,并进行气动分析与制动性能研究。以改进型“窗形”风阻制动装置前后两排风阻制动板纵向中间补偿板有效长度为变量,建立计算流体动力学模型,研究发现:当中间补偿板有效长度增加至1.75 m制动工作时,双排风阻制动板整体产生的气动阻力约为4.37 kN,气动阻力系数为1.08,附加气动升力约为0 kN,阻力贡献与单排风阻制动板产生的制动力基本相当,前排对后排的直接干涉系数为临界值1;当中间补偿板有效长度为2 m时,计算风阻制动板纵向对称面内距离外围轮廓100 mm处空间范围的声压级达102.20 dBA,对应声功率为2.82×10^(-2)W/m^(3);当每节车辆均布1组改进型“窗形”风阻制动装置时,其所能提供的有效风阻制动力为28.7 kN,风阻瞬时减速度为0.0674 m/s^(2),为列车紧急制动减速度的13%,同时大于1级常用制动减速度,阻力贡献明显。In order to ensure the compliance of high⁃speed train wind resistance braking system with the requirements of bidirectional multi⁃mode multi⁃level selective braking while possessing excellent aerodynamic characteristics during high⁃speed operation or emergency braking stage,based on the high⁃speed EMUs with a design speed of 400 km/h,this study proposed a“window shaped”wind resistance braking device and its improved design scheme,and conducted aerody⁃namic analysis and braking performance research.A computational fluid dynamics model was established using the effec⁃tive length of the longitudinal intermediate compensation plate in the front and rear rows of the improved“window shaped”wind resistance braking device as a variable.The study finds that in the case of the effective length of the mid⁃dle compensation plate increasing to 1.75 m with the range of braking operation being reached,the overall aerodynamic resistance generated by the double row wind resistance braking plates is about 4.37 kN,with an aerodynamic resistance coefficient of 1.08,and an aerodynamic lift of 0,which is basically equivalent to the braking force generated by the sin⁃gle row wind resistance braking plate.The direct interference coefficient between the front row and the rear row is a criti⁃cal value of 1.In the case of the effective length of the intermediate compensation plate designed to be 2 m,the acoustic energy level within a spatial range of 100 mm outside the inner and outer contours of the longitudinal symmetry plane of the wind resistance brake plate is calculated to be 102.20 dBA,corresponding to a sound power as high as 2.82×10^(-2) W/m^(3).In the case of each vehicle being uniformly equipped with one set of improved“window shaped”wind resistance braking devices,the effective wind resistance braking force provided is 28.7 kN,with the instantaneous wind resistance deceleration of 0.0674 m/s^(2),which is 13%of the emergency braking deceleration of the train.At the same time,it is greater than th

关 键 词：高速列车 空气动力学 风阻制动装置 气动特性 数值仿真 

分 类 号：U266[机械工程—车辆工程]