Train lateral offset calculation method and system based on aerodynamic simulation

Abstract

The invention provides a train transverse offset calculation method and system based on aerodynamic simulation, and the method comprises the steps: building an aerodynamic model, and obtaining aerodynamic data of the intersection of elevated crosswind and tunnels under different working conditions; the pneumatic data comprises wind pressure data and equivalent acting force and acting moment data acting on the train mass center in the X direction, the Y direction and the Z direction; and importing the pneumatic data into a multi-rigid-body dynamic model of the motor train unit to carry out pneumatic response analysis so as to obtain the maximum transverse offset of the train under each working condition. According to the method, linear superposition is conducted on the static part and the dynamic part, the final transverse offset of the train under different working conditions is obtained, and the method for calculating the transverse offset of the train is more accurate and reliable so that the safety of the train in complex environments such as elevated crosswind and tunnel intersection can be guaranteed.

Description

Technical Field

[0001] The present invention relates to the technical field of rail trains, and more specifically, to a method and system for calculating the lateral offset of a train by aerodynamic simulation. Background Art

[0002] With the increase in train speed and the complexity of line conditions, the influence of wind load and air pressure on the lateral offset of trains has become more significant, which poses higher requirements for train clearance. The existing technology usually adopts static clearance and static calculation methods. Static clearance is determined based on the maximum contour size of the vehicle in a stationary state. This method is applicable to locomotives and rolling stocks with a low flexibility coefficient (i.e., the flexibility of the vehicle structure relative to the track). In static calculations, the static displacement of the vehicle is considered, but the dynamic behaviors of the vehicle during driving, such as roll or vibration, are not included. And dynamic clearance and dynamic calculation methods: Dynamic clearance takes into account the possible offsets of the vehicle during operation, such as lateral and longitudinal movements caused by factors such as track curves. This method is applicable to railway clearance calculations under all conditions, especially for infrastructure with interoperability requirements. It adopts quasi-static analysis, considering the roll effect of the vehicle at a specific superelevation and the influence of track quality on the vehicle. However, it may not be able to comprehensively consider the influence of wind load and air pressure on the lateral offset of the train, resulting in inaccurate evaluation of the safety and stability of the train under special working conditions such as elevated crosswind and tunnel intersection. Summary of the Invention

[0003] In view of the technical problems existing in the prior art, the present invention provides a method and system for calculating the lateral offset of a train by aerodynamic simulation. The purpose of this patent is to provide a more accurate and reliable method for calculating the lateral offset of a train to ensure the safety of the train in complex environments such as elevated crosswind and tunnel intersection.

[0004] According to a first aspect of the present invention, there is provided a method for calculating the lateral offset of a train by aerodynamic simulation, including:

[0005] Establish an aerodynamic model to obtain aerodynamic data under different working conditions of elevated crosswind and tunnel intersection;

[0006] Import the aerodynamic data into a multi-rigid body dynamics model of the EMU for aerodynamic response analysis to obtain the maximum lateral offset of the train under each working condition.

[0007] Based on the above technical solution, the present invention can also be improved as follows.

[0008] Optionally, the establishing an aerodynamic model to obtain aerodynamic data under different working conditions of elevated crosswind and tunnel intersection includes:

[0009] Use ANSYS to construct a three-dimensional model of the train running through the station, and use ICEMCFD software to divide structured grids;

[0010] Adopt the Realizable k-ε turbulence model to simulate the whole process, and simulate different working conditions according to the actual parameters to extract aerodynamic data.

[0011] Optionally, in constructing the aerodynamic model, the bottom of the car body needs to be simplified, and at the same time, the windshield and window parts also need to be simplified and smoothed.

[0012] Optionally, in the process of simulating the whole process using the Realizable k-ε model, the fluid properties are viscous, compressible, steady and adiabatic. Ideal air is selected as the fluid material in the calculation of crosswind on the viaduct, and real air is selected as the fluid material in the calculation of isokinetic intersection in the tunnel.

[0013] Optionally, the importing of the aerodynamic data into the multi-rigid body dynamics model of the EMU for aerodynamic response analysis includes:

[0014] Through the dynamics simulation software UM, establish the vehicle dynamics model of the train, calculate the static part offset at each part of the train, and import the calculated static part offset as the initial boundary condition of the train into the calculation software to solve the final lateral offset under different working conditions.

[0015] Optionally, the solving of the lateral dynamic offset of the train includes:

[0016] Establish the connection relationship between multiple rigid bodies of the train mechanical system, endow attributes such as mass inertia and external force action, and solve the forces, angular velocities and angular accelerations between the rigid bodies to obtain the motion trajectory of the whole mechanical system, and then the lateral dynamic offset of the train can be obtained.

[0017] Optionally, the calculation formula for the lateral train offset caused by the manufacturing tolerance of the car body is expressed as:

[0018]

[0019] In the formula, l is the maximum gauge of the inner rail wear; d is the minimum outer gauge when the maximum wear of the wheel flange; Δc is the lateral displacement value of the line center line; Δq 1 is the lateral clearance of the bogie axle box bearing; Δq 2 is the lateral elastic deformation of the wheel; Δq 3 is the lateral deformation of the primary spring of the bogie; Δω 1 is the radial clearance and wear of the bogie center pin; Δω 2is the lateral deformation of the secondary suspension spring of the bogie relative to the nominal center position; a is the wheelbase of the vehicle; n is the distance from the calculated section of the carbody to the adjacent center pivot; Δe is the lateral elastic deformation of the track; ΔM is the lateral manufacturing error; ΔX B-xgpx is the lateral offset of the carbody caused by suspension failure; ΔX Bcp is the lateral offset due to carbody roll; when the directions of the lateral offset caused by carbody lateral translation and carbody roll angle are the same, the ± in the formula is +, and when they are opposite, the ± in the formula is -.

[0020] Optionally, the obtaining of the maximum lateral offset of the train under various working conditions includes:

[0021] According to the aerodynamic model, simulate the conditions of the predetermined wind load and the train passing through the middle of the underground platform respectively, extract the aerodynamic data, and apply the aerodynamic data to the multi-rigid body dynamics model of the EMU for aerodynamic response analysis, then the lateral offset of the train under crosswind and passing-through conditions can be obtained.

[0022] According to the second aspect of the present invention, there is provided a train lateral offset calculation system for aerodynamic simulation, including:

[0023] A data acquisition module, configured to establish an aerodynamic model and obtain aerodynamic data under different conditions of overhead crosswind and tunnel passing-through;

[0024] A lateral offset calculation module, configured to import the aerodynamic data into the multi-rigid body dynamics model of the EMU for aerodynamic response analysis to obtain the maximum lateral offset of the train under various working conditions.

[0025] Optionally, the aerodynamic data includes wind pressure data and equivalent force and moment data in the XYZ three directions acting on the center of mass of the train; the establishment of the aerodynamic model and obtaining of the aerodynamic data under different conditions of overhead crosswind and tunnel passing-through includes:

[0026] Use ansys to construct a three-dimensional model of the train running through the station and use ICEMCFD software to divide structured grids;

[0027] Adopt the Realizable k-ε turbulence model to simulate the whole process, and simulate different working conditions according to actual parameters to extract aerodynamic data.

[0028] The technical effects and advantages of the present invention:

[0029] The present invention provides a method and system for calculating the lateral offset of a train through aerodynamic simulation. When calculating the lateral offset of the train, an aerodynamic model is established using ANSYS to obtain aerodynamic data under different working conditions such as elevated crosswind and tunnel intersection. The aerodynamic data is input into the multi-rigid body dynamics model of the EMU for response analysis to obtain the maximum lateral offset of the train under each working condition. The offset of the train includes two parts: a static part and a dynamic part. The static part is caused by manufacturing tolerances of the car body, wheel-rail wear, etc., and the dynamic part is generated under the action of external excitations such as crosswind and track irregularities. The train offset calculated by the present invention linearly superimposes the static part and the dynamic part to obtain the final lateral offset of the train under different working conditions, so as to ensure the safety of the train in complex environments such as elevated crosswind and tunnel intersection.

[0030] Other features and advantages of the present invention will be described in the following specification, and, in part, will be obvious from the specification, or will be understood by practicing the present invention. The objectives and other advantages of the present invention can be realized and obtained by the structure pointed out in the specification, claims, and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 It is a numerical simulation calculation route of a method for calculating the lateral offset of a train through aerodynamic simulation provided by an embodiment of the present invention;

[0032] Figure 2 It is an aerodynamic model diagram provided by an embodiment of the present invention;

[0033] Figure 3 It is a train topology structure diagram provided by an embodiment of the present invention;

[0034] Figure 4 It is a schematic diagram of the overall contour of a train provided by an embodiment of the present invention;

[0035] Figure 5 It is a contour and basic dimension diagram of the building clearance of an intercity railway provided by an embodiment of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0036] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0037] It should be noted that the present invention relates to a simulation calculation method for the lateral offset of a train during high-speed movement under the action of wind load and aerodynamic effects of train intersection.

[0038] It is understandable that, based on the deficiencies in the background art, an embodiment of the present invention proposes a method for calculating the lateral offset of a train in aerodynamic simulation, specifically as follows: Figure 1 As shown, the method includes:

[0039] Establish an aerodynamic model to obtain aerodynamic data under different working conditions of overhead crosswind and tunnel intersection;

[0040] Import the aerodynamic data into the multi-rigid body dynamics model of the EMU for aerodynamic response analysis to obtain the maximum lateral offset of the train under each working condition.

[0041] In this embodiment, the aerodynamic data includes wind pressure data and equivalent force and moment data in the XYZ three directions acting on the centroid of the train; the establishment of the aerodynamic model to obtain aerodynamic data under different working conditions of overhead crosswind and tunnel intersection specifically includes:

[0042] Use ANSYS to construct a three-dimensional model of the train running through the station, and use the professional preprocessing software ICEMCFD to divide structured grids;

[0043] Adopt the Realizable k-ε turbulence model to simulate the whole process, and the fluid properties are viscous, compressible, steady and adiabatic; according to the actual parameters, simulate different working conditions (such as the wind load is 400N / m 2 and the train intersects in the middle of the underground platform), and extract aerodynamic data.

[0044] In the construction of the aerodynamic model, the bottom of the car body needs to be simplified. Since the local structure inside the bogie is complex and it is difficult for the grid division tool to realize the division of its structured grid, and except for the lift force, the bogie has little influence on the intersection aerodynamic force, so the bogie is ignored in the EMU model for tunnel intersection calculation. At the same time, the windshield and window parts also need to be simplified and smoothed. The calculation grids for tunnel intersection are all divided by the professional preprocessing software ICEMCFD, and all components use structured grids. According to the train mass, center of gravity height, positions of trailer and tractor carriages and actual size data, establish a three-dimensional dynamics model of this vehicle type, where each carriage consists of a car body, a frame, wheelsets, axle boxes, a suspension system and a traction drive system; the specific model is as follows: Figure 2 As shown.

[0045] During the intersection and passing through the station of the train, the fluid form in the whole calculation domain is turbulent, and the Realizable k-ε model is used to simulate the whole process, and the fluid properties are viscous, compressible, steady and adiabatic. In the calculation process of overhead crosswind, the fluid material is selected as ideal air, and in the calculation process of tunnel equal-speed intersection, the fluid material is selected as real air.

[0046] It should be noted that the offset of the train includes a static part and a dynamic part; the static part is caused by manufacturing tolerances of the car body and wheel-rail wear, and includes parts such as track errors, wheel-rail wear, and track irregularity curves. The dynamic part is generated under the action of crosswind and external excitation. When calculating the dynamic part, the wheel-rail wear part in the static part is input into the line parameters as a line attribute file to generate a real line model.

[0047] Importing the aerodynamic data into the multi-rigid body dynamics model of the EMU for aerodynamic response analysis includes:

[0048] By using the dynamics simulation software UM, a vehicle dynamics model of the train is established, the static part offset at each part of the train is calculated, and the calculated static part offset is imported into the calculation software as the initial boundary condition of the train to solve the final lateral offset under different working conditions.

[0049] It should be noted that the multi-rigid body dynamics model of the EMU is a complex system with multiple degrees of freedom. When the vehicle is running, the vehicle interacts with the line and additional factors, which will cause the components of the model to generate dynamic time histories, such as force, displacement, acceleration, etc. Dynamic analysis is to solve the time histories of each factor in the dynamic equation under a given working condition. The numerical integration method for solving the system equation established by MBS can be divided into two categories. The first category is the ordinary differential equation group method (ODEs), and the number of equations in the equation group is the same as the degrees of freedom of the system:

[0050]

[0051] If the eigenvalue distribution is discrete, the system is called rigid. Rigid systems often appear in vehicle dynamics, and their solutions include the backward difference method (BDF), the implicit Runge-Kutta method, etc.

[0052] The other category is called the differential-algebraic equation group (DAES):

[0053]

[0054] Φ(q,t)=0

[0055] Among them, M is the generalized mass matrix; q is the generalized coordinate; Φ is the constraint matrix; λ is the Lagrange multiplier; F is the generalized force matrix. Φ q It is defined as follows:

[0056]

[0057] In the embodiments of the present invention, a dynamics simulation software UM is used to solve the above differential equations, and a vehicle dynamics model of the train is established to solve the lateral offset of the train. Each carriage consists of a car body, a bogie frame, wheelsets, axle boxes, a suspension system and a traction drive system. The train topology is as Figure 3 shown.

[0058] Solving the lateral offset of the train includes:

[0059] Establish the connection relationships between multiple rigid bodies of the train mechanical system, endow the mass inertia and external force action attributes, and by solving the forces, angular velocities and angular accelerations between the rigid bodies, obtain the motion trajectory of the entire mechanical system, and then the lateral offset of the train can be obtained.

[0060] The partial calculation formula for the lateral train offset caused by the manufacturing tolerance of the car body is:

[0061]

[0062] In the formula, l is the maximum gauge of the inner rail wear; d is the minimum outer gauge when the maximum wear of the wheel flange; Δc is the lateral displacement value of the line center line; Δq 1 is the lateral clearance of the bogie axle box bearing; Δq 2 is the lateral elastic deformation of the wheel; Δq 3 is the lateral deformation of the primary suspension spring of the bogie; Δω 1 is the radial clearance and wear of the bogie center pin; Δω 2 is the lateral deformation of the secondary suspension spring of the bogie relative to the nominal center position; a is the vehicle fixed distance; n is the distance from the calculated section of the car body to the adjacent center pin; Δe is the lateral elastic deformation of the track; ΔM is the lateral manufacturing error; ΔX B-xgpx is the lateral offset of the car body caused by suspension failure; ΔX Bcp is the lateral offset caused by the roll of the car body; when the directions of the lateral translation of the car body and the lateral offset caused by the inclination of the car body are the same, the ± in the formula is +, and when the directions are opposite, the ± in the formula is -.

[0063] The obtaining of the maximum lateral offset of the train under various working conditions specifically includes:

[0064] According to the aerodynamic model, simulations are respectively carried out on the working conditions of the wind load of 400 N / m 2 and the train meeting in the middle of the underground platform, the aerodynamic data are extracted, and the aerodynamic data are applied to the multi-rigid body dynamics model of the EMU for aerodynamic response analysis, and then the lateral offset of the train under crosswind and meeting working conditions can be obtained.

[0065] The vehicle structure parameters and vehicle suspension parameters, etc. are shown in Tables 1 to 3.

[0066] Table 1 Basic parameters of the EMU

[0067]

[0068] Table 1 Mass of the car body of the multiple unit train

[0069]

[0070] Table 2 Suspension parameters of the car body of the multiple unit train

[0071]

[0072] A calculation model is established based on the basic parameters of the train. By solving the train-air model through aerodynamics, various aerodynamic data are obtained. The aerodynamic data are imported into the train multibody dynamics model for aerodynamic response analysis to obtain the lateral offset of the train car body.

[0073] Selection of the monitoring points for the dynamic offset of the car body: Connect the points taken from the cross-section of the train to obtain the overall contour of the train and the monitoring points for the dynamic offset. The schematic diagram is as Figure 4 shown. The width of the cross-section corresponding to the position where the train and the platform are opposite is 1643 mm, and the width of the widest part of the train cross-section is 1650 mm.

[0074] When performing simulation calculations on the crosswind and passing conditions of the train, the lateral movement of the train car body can be mainly divided into roll movement and lateral movement. The lateral offset of the train is obtained by coupling the above two movements. Figure 5 It is the contour and basic dimension diagram of the construction clearance of the intercity and suburban railway in the "Code for Design of Intercity and Suburban Railways". Combining Figure 4 it can be seen that the point corresponding to the widest position of the train cross-section has the greatest impact on the construction clearance of the intercity railway and is the main control point for studying the construction clearance problem of the intercity railway. The lateral offset in the following text refers to the lateral offset of this point.

[0075] Data comparison: To verify the reliability of the model, the simulation results of the model used in the research of the embodiment of the present invention are compared with the existing train lateral offset data results. Under the same working conditions, the lateral offset of the main control point calculated by the comparison working condition and the simulation model is compared. The comparison results are shown in Table 4.

[0076] Table 3 Comparison of the comparison working condition and the simulation results

[0077]

[0078] As can be seen from Table 4 above, the change trend of the lateral offset of the main control point calculated by the simulation model and the comparison working condition is both increasing with the increase of speed. At different speeds, the maximum relative error of the simulation model is 2.5%, and the relative error is less than 5%, verifying the rationality and reliability of the method of this patent.

[0079] In summary, the embodiment of the present invention provides a method for calculating the lateral offset of a train through aerodynamic simulation. When calculating the lateral offset of the train, an aerodynamic model is established using ANSYS to obtain aerodynamic data under different working conditions such as elevated crosswind and tunnel intersection. The aerodynamic data is input into the multi-rigid body dynamics model of the EMU for response analysis to obtain the maximum lateral offset of the train under each working condition. The calculated train offset in the embodiment of the present invention linearly superimposes the static part and the dynamic part to obtain the final lateral offset of the train under different working conditions, so as to ensure the safety of the train in complex environments such as elevated crosswind and tunnel intersection.

[0080] According to the second aspect of the present invention, there is provided a system for calculating the lateral offset of a train through aerodynamic simulation, including:

[0081] A data acquisition module, configured to establish an aerodynamic model and obtain aerodynamic data under different working conditions of elevated crosswind and tunnel intersection;

[0082] A lateral offset calculation module, configured to import the aerodynamic data into the multi-rigid body dynamics model of the EMU for aerodynamic response analysis to obtain the maximum lateral offset of the train under each working condition.

[0083] It can be understood that the system for calculating the lateral offset of a train through aerodynamic simulation provided by the present invention corresponds to the method for calculating the lateral offset of a train through aerodynamic simulation provided in the foregoing embodiments. The relevant technical features of the system for calculating the lateral offset of a train through aerodynamic simulation can refer to the relevant technical features of the method for calculating the lateral offset of a train through aerodynamic simulation, and will not be elaborated herein.

[0084] Although the preferred embodiments of the present invention have been described, those skilled in the art can make additional changes and modifications once they know the basic creative concept. Therefore, the appended claims are intended to be construed to include the preferred embodiments as well as all changes and modifications falling within the scope of the present invention.

[0085] 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 equivalent technologies, the present invention is also intended to include these modifications and variations.

[0086] Finally, it should be noted that the above are only the 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 perform equivalent replacements for some of the technical features. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. A method for calculating the lateral displacement of a train by aerodynamic simulation, characterized in that: The following steps are involved: Establish an aerodynamic model to obtain aerodynamic data under different working conditions of elevated crosswind and tunnel intersection; The aerodynamic data is imported into the multi-rigid body dynamics model of the EMU to perform aerodynamic response analysis to obtain the maximum lateral displacement of the train under various working conditions.

2. The method for calculating the lateral displacement of a train by aerodynamic simulation according to claim 1, characterized in that: The aerodynamic data includes wind pressure data and equivalent force and moment data acting in three directions XYZ at the center of mass of the train; The aerodynamic model is established to obtain aerodynamic data under different working conditions of elevated crosswind and tunnel intersection, including: Use ANSYS to build a 3D model of train passing through the station, and use ICEMCFD software to divide the structured grid; The Realizable k-ε turbulence model is used to simulate the entire process. According to the actual parameters, different working conditions are simulated and aerodynamic data are extracted.

3. The method for calculating the lateral displacement of a train by aerodynamic simulation according to claim 2, characterized in that: In constructing the aerodynamic model, the bottom of the vehicle body needs to be simplified, and the windshield and windows also need to be simplified and smoothed.

4. The method for calculating the lateral displacement of a train by aerodynamic simulation according to claim 2, characterized in that: In the process of simulating the whole process by using the Realizable k-ε model, the fluid properties are viscous, compressible, steady and adiabatic. Ideal air is used as the fluid material in the elevated crosswind calculation process, and real air is used as the fluid material in the tunnel constant velocity intersection calculation process.

5. The method for calculating the lateral displacement of a train by aerodynamic simulation according to claim 1, characterized in that: The step of importing the aerodynamic data into the EMU multi-rigid body dynamics model to perform aerodynamic response analysis comprises: The vehicle dynamics model of the train is established through the dynamic simulation software UM, and the static partial offset of each part of the train is calculated. The calculated static partial offset is imported into the calculation software as the initial boundary condition of the train to solve the final lateral offset under different working conditions.

6. The method for calculating the lateral displacement of a train by aerodynamic simulation according to claim 1, characterized in that: The method of solving the lateral dynamic offset of the train comprises: Establish the connection relationship between multiple rigid bodies and the train mechanical system, give them properties such as mass inertia and external force, and obtain the motion trajectory of the entire mechanical system by solving the force, angular velocity and angular acceleration between the rigid bodies, and then the lateral dynamic offset of the train can be obtained.

7. The method for calculating the lateral displacement of a train by aerodynamic simulation according to claim 6, characterized in that: The calculation formula for the lateral train offset caused by the car body manufacturing tolerance is expressed as: Where l is the maximum gauge of the inner side of the rail; d is the minimum outer distance when the wheel flange is worn to the maximum; Δc is the lateral position difference of the track centerline; Δq1 is the lateral clearance of the bogie axle box bearing; Δq2 is the lateral elastic deformation of the wheel; Δq3 is the lateral deformation of the primary spring of the bogie; Δω1 is the radial clearance and wear of the bogie center pin; Δω2 is the lateral deformation of the secondary spring of the bogie relative to the nominal center position; a is the vehicle spacing; n is the distance from the calculated section of the car body to the adjacent center pin; Δe is the lateral elastic deformation of the track; ΔM is the lateral manufacturing error; ΔX B-xgpx ΔX is the lateral displacement of the vehicle body caused by suspension failure; Bcp is the lateral offset of the vehicle body roll; when the lateral offset caused by the lateral translation of the vehicle body and the vehicle body inclination angle is in the same direction, the ± in the formula is +, when the directions are opposite, the ± in the formula is -.

8. The method for calculating the lateral displacement of a train by aerodynamic simulation according to claim 1, characterized in that: The method of obtaining the maximum lateral deviation of the train under various working conditions includes: According to the aerodynamic model, the conditions of predetermined wind load and train crossing in the middle of the underground platform are simulated respectively, and the aerodynamic data are extracted. The aerodynamic data is applied to the multi-rigid body dynamics model of the EMU for aerodynamic response analysis, and the lateral displacement of the train under crosswind and crossing conditions can be obtained.

9. A train lateral displacement calculation system for aerodynamic simulation, characterized in that: include: The data acquisition module is used to establish an aerodynamic model and obtain aerodynamic data under different working conditions such as elevated crosswind and tunnel intersection; The lateral offset calculation module is used to import the aerodynamic data into the multi-rigid body dynamics model of the EMU to perform aerodynamic response analysis to obtain the maximum lateral offset of the train under various working conditions.

10. The train lateral displacement calculation system of aerodynamic simulation according to claim 9, characterized in that: The aerodynamic data includes wind pressure data and equivalent force and moment data acting in three directions XYZ at the center of mass of the train; The aerodynamic model is established to obtain aerodynamic data under different working conditions of elevated crosswind and tunnel intersection, including: Use ANSYS to build a 3D model of train passing through the station, and use ICEMCFD software to divide the structured grid; The Realizable k-ε turbulence model is used to simulate the entire process. According to the actual parameters, different working conditions are simulated and aerodynamic data are extracted.

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