Dynamic model test design and determination method suitable for lifting platform door to pass through train pneumatic impact

Abstract

The invention discloses a dynamic model test design and measurement method suitable for a lift type platform door to pass through train pneumatic impact, and aims at taking a multi-unit lift type platform door which is suitable for parking of multi-standard railway vehicles and meets the requirement of passengers for getting on and off as a research object. A standard double-line station layout test model meeting train straight-through and parking is established by referring to key technical parameters such as vehicle limits, overall pneumatic appearance scales, operation speed grades and the like of CRH series trains, CR400 series trains, urban trains and subway trains with different speed grades in China and adopting a scale model scheme suitable for test precision; a multi-unit lifting platform door test model is additionally arranged on the basis of the station yard arrangement test model, and the pneumatic impact dynamic model test design and data measurement of the train passing through the lifting platform door are carried out in the aspects of test model process layout, power system, control system, brake system and data acquisition system arrangement, test equipment model selection and stationing methods.

Description

Technical Field

[0001] The present invention relates to the fields of rail transit platform screen door systems and train aerodynamics, and particularly relates to a design and measurement method for a lift-type platform door through a train aerodynamic impact dynamic model test. Background Art

[0002] At present, China has entered a new stage of promoting new urbanization with city clusters and metropolitan areas as the main body. Based on the characteristics of "networked operation, interconnection, resource sharing, and intensive utilization" in the region, a technical requirement and management mode suitable for the integrated operation of multi-level rail transit in China are constructed to achieve the goal of "integrated operation, integrated management, and integrated service".

[0003] The platform screen door system is a continuous barrier set at the platform edge, which isolates the passenger waiting area from the train operation area, corresponds to the train doors, and can be controlled to open and close the sliding doors in multiple levels. Generally, it is divided into full-height, half-height, sealed and non-sealed types, abbreviated as screen doors or platform doors. When the train arrives and departs, the screen doors can be automatically opened and closed to mechanically isolate the train operation space from the passenger waiting space, creating a safe and comfortable waiting environment for passengers. In the context of the integration of multi-level rail transit, due to many factors such as the large number of train models and the different door arrangement positions of different models, it is difficult for the existing platform doors with fixed opening positions to meet the needs of different models of multi-system vehicles. At the same time, for example, most high-speed railway and intercity railway platforms do not have platform screen doors, which poses certain potential safety hazards to train operation.

[0004] The Chinese invention patent with the authorization announcement number CN111547071B and the invention name "A high-speed rail platform door with adjustable opening position" discloses a high-speed rail platform door with an adjustable opening position, which relates to the technical field of high-speed railway / intercity railway platform screen doors, and particularly relates to a high-speed rail platform door with an adjustable opening position, including a number of fixed door frames connected to each other in a straight line along the platform length direction at the platform edge. Each fixed door frame is provided with a number of movable units, and each movable unit includes a movable door, a first telescopic device, a second telescopic device, a first driving member and a second driving member; the first telescopic device and the second telescopic device are respectively located on both sides of the movable door, a first fixing device that matches each other is provided between the movable unit and the fixed door frame, and a second fixing device is also provided between adjacent movable units. This patented technology can only solve the problem that the opening position cannot be adjusted for different vehicle models within a certain error range, and still cannot solve the problem of getting on and off the train by opening the door when the train stops at the column position; the movable door transforms between the functions of moving and stably fixing within the range of the unit column, and the installation stability and practicability are insufficient.

[0005] The Chinese invention patent with the authorization announcement number CN111775965B and the invention name "A staggered high-speed rail platform door with lower drive" discloses a staggered high-speed rail platform door with lower drive, which includes a number of movable door unit groups arranged continuously along the platform direction. Each movable door unit group includes a first movable door, a second movable door, a third movable door, and a fourth movable door arranged in sequence when in the closed state; the first movable door and the third movable door are arranged in the first row, and the second movable door and the fourth movable door are arranged in the second row; the driving devices of the first movable door and the third movable door are arranged at the bottom of the first row and are staggered up and down, and the driving devices of the second movable door and the fourth movable door are arranged at the bottom of the second row and are staggered up and down; the first movable door and the fourth movable door are configured to be movable 1 or 2 door widths towards the central position of their respective movable door unit groups under the drive of their drive mechanisms; the second movable door and the third movable door are configured to be movable 1 door width to the left or right under the drive of their driving devices. This patented technology adopts a staggered door opening method, where the space widths of each shield door section are inconsistent, and it is not possible to well realize the boarding and alighting of passengers, posing certain safety hazards; adopting a staggered drive door opening drive method with multiple belt drive systems on the lower side occupies a large space. At the same time, the layout distances of the drive belt drive systems of the outermost shield door units are relatively far, greatly reducing the working stability, sensitivity, and accuracy.

[0006] The Chinese invention patent application with the publication number CN104176067A and the name "Platform safety door adaptable to all train models" discloses a platform safety door structure. By installing two groups of sliding door components staggeredly on the same column, the door body structure includes a left sliding door and a right sliding door with opposite sliding directions. After the train arrives at the station and stops stably, after the left sliding door of the door body structure slides, it overlaps with the right sliding door of the adjacent door body structure on the left; after the right sliding door of the door body structure slides, it overlaps with the left sliding door of the adjacent door body structure on the right, realizing adaptation to the parking door positions of different train models. However, in this technical solution, due to the fixed left / right sliding stroke and each sliding door only realizing the door opening action through one-way movement, this method still has limitations in the adaptability to train models and cannot adjust the door opening position according to different train models. For example, when the train stops at a position where its door is exactly located in the overlapping area of the left / right sliding doors, this solution cannot achieve aligned door opening.

[0007] The Chinese patent application with the publication number CN111762204A and the title "A lifting and folding platform protection device adaptable to multiple vehicle types" discloses a lifting and folding platform protection device adaptable to multiple vehicle types, including lifting and folding platform doors, columns, and end doors; a number of lifting and folding platform doors and columns are longitudinally and alternately arranged along the track to form a longitudinal platform door, and transverse end doors are respectively arranged at both ends of the longitudinal platform door; the width of each lifting and folding platform door is equal, and the sum of the widths of all lifting and folding platform doors accounts for more than 80% of the total length of the longitudinal platform door; the lifting and folding platform door includes multiple shielding folding sheets that are sequentially hinged up and down, and both ends of the shielding folding sheets can slide up and down on the columns on both sides. Through the up-and-down folding and unfolding of the lifting and folding platform door, the fixed door and sliding door of the traditional platform door are replaced to achieve the shielding function of the platform door. Such vertical lifting platform door folding sheets are placed above the platform door, posing a safety hazard of hurting passengers if they fall, and due to the limitations of the folding structure itself, there is always a need to maintain fixed installation and transmission structures on the platform surface, and the maximum opening of the platform door is always affected by these structures, and it is impossible to arbitrarily open the passage between the platform surface and the train door.

[0008] The Chinese patent application with the publication number CN206844928U and the title "A semi-height safety door with an upper-mounted drive mechanism" discloses a semi-height safety door with an upper-mounted drive mechanism, which includes a door body structure, a drive mechanism, and a support structure. The door body structure includes two sliding doors arranged left and right and a fixed door installed between the two sliding doors, and a top box is fixedly arranged at the top of the fixed door; the drive mechanism is integrally arranged inside the top box, and it includes two sets of drive units respectively connected to the two sliding doors, and the two sets of drive units independently drive the sliding doors to perform opening and closing operations; the support structure is respectively arranged at the bottom of each sliding door and is used to support the sliding door. It can effectively reduce the cumulative error of the door body switch synchronization and ensure the synchronization of the sliding door switch, and is applicable to platforms such as high-speed railways and intercity railways. This patented technology drives the adjacent two sliding doors through two sets of drive units to achieve the opening and closing of the platform door. The drive mechanism is complex and the thickness of the platform door device is large; at the same time, the opening of the platform door is fixed and the opening position is fixed, making it difficult to meet the requirements of different vehicle types and different door positions.

[0009] The Chinese invention patent with the authorization announcement number CN118332678B and the name of "Evaluation Method for Safe Speed Threshold of Multi - mode Trains Passing through Lift - type Platform Screen Doors" discloses an evaluation method for the safe speed threshold of multi - mode trains passing through lift - type platform screen doors. Taking the multi - unit lift - type platform screen doors that are suitable for the boarding and alighting of passengers by multi - mode railway vehicles as the research object, referring to the vehicle gauges, overall aerodynamic appearance dimensions, operating speed ranges, and door position technical parameters of CRH series trains, CR400 series trains, urban rail trains, and subway trains with different speed grades in China, respectively build the aerodynamic model of the lift - type platform screen doors and the train - track system dynamics model for multi - mode EMUs passing through the lift - type platform screen doors in multiple working states, and jointly calculate the dynamic behavior of multi - mode EMUs passing through the platform and the dynamic response of the lift - type platform screen doors in multiple working states under different operating conditions; determine the safe speed threshold for multi - mode vehicles passing through by evaluating the safety and stability indicators of the train and platform screen door operations. This patented technology calculates the aerodynamic characteristics of the platform screen door during train passing through numerical simulation, and the calculation data lacks reliability and experimental comparison.

[0010] In summary, for the design of platform screen doors adapted to multi - mode vehicle types, multiple technical solutions have been disclosed in the prior art, and there are technical problems and deficiencies in different aspects. Among them, for the adaptability of the new - structure lift - type platform screen doors, when passing through vehicles with different speed grades, under the action of the train wind, the operation safety and stability of its structural system face certain threats. It is necessary to evaluate the safe speed threshold and stability of multi - mode EMUs passing through lift - type platform screen doors under the action of wind. Currently, it only stays in the numerical simulation of the aerodynamic characteristics of passing trains. It is urgent to carry out research on the design and measurement method of the dynamic model test for the aerodynamic impact of trains passing through lift - type platform screen doors. At the same time, since it is different from the traditional semi - height and full - height fixed platform screen doors which have the advantages of stable structure and fixed installation, clarifying the safe speed threshold for multi - mode EMUs passing through and the load that the lift - type platform screen door structure can safely bear is a necessary condition for the development and application of lift - type platform screen doors. Summary of the Invention

[0011] To ensure the operation safety and stability of multi - mode EMUs passing through lift - type platform screen doors, construct a dynamic model test system for the aerodynamic impact of trains passing through lift - type platform screen doors, clarify the safe speed threshold for multi - mode EMUs passing through and the load that the lift - type platform screen door structure can safely bear, and referring to the vehicle gauges, overall aerodynamic appearance dimensions, operating speed ranges, and door position technical parameters of CRH series trains, CR400 series trains, urban rail trains, and subway trains with different speed grades in China, the present invention proposes a design and measurement method for the dynamic model test of the aerodynamic impact of trains passing through lift - type platform screen doors.

[0012] To achieve the above - mentioned technical objectives, the present invention is implemented by adopting the following technical solutions: Applicable to the design and measurement method of the pneumatic impact dynamic model test of the lift-type platform screen door when a train passes through. The method takes the multi-unit lift-type platform screen door applicable to the docking of multi-system railway vehicles to meet the boarding and alighting of passengers as the research object. Referring to the key technical parameters such as the vehicle gauge, overall pneumatic appearance scale, and operating speed grade of CRH series trains, CR400 series trains, suburban trains, and subway trains with different speed grades in China, a reduced-scale model scheme suitable for the test accuracy is adopted, and a standard double-track station yard layout test model that meets the through and docking of trains is established. Based on the station yard layout test model, a test model with a multi-unit lift-type platform screen door installed is arranged. The design of the pneumatic impact dynamic model test of the train passing through the lift-type platform screen door and the data measurement are carried out from aspects such as the process layout of the test model, power system, control system, braking system, layout of the data acquisition system, and selection and layout method of test equipment; the specific design and measurement method of the pneumatic impact dynamic model test of the lift-type platform screen door when a train passes through includes the following steps: 1) Determine the test model of the standard double-track station yard layout that meets the installation of the test model with a multi-unit lift-type platform screen door installed: 11) Establish the station yard layout test model: The total length of the test line of the station yard layout test model is selected to be the reduced scale of the effective length of the station arrival and departure line plus the length of the test additional section. The length of the test additional section is 300 - 350m longitudinally extended on both sides of the station yard model respectively. The station yard layout test model adopts a double-track structure, and the track model line spacing is obtained after reducing the scale according to the 5m line spacing in the Chinese railway technical standard system. The station yard layout test model is divided into two layers. The upper layer is the running track for the installation of the lift-type platform screen door and the train dynamic model, and the lower layer is the running track for the tractor. 12) Installing and arranging multi-unit elevating platform doors: The multi-unit elevating platform doors are installed outside the outermost arrival and departure tracks according to the actual yard layout process. The longitudinal layout length is calculated based on the longest formation length of the multi-mode trains to be parked plus the longitudinal layout safety redundancy length. The safety redundancy length is greater than or equal to 10 m, and the safety redundancy length is the length calculated according to the actual ratio; The multi-unit elevating platform doors are respectively set with four switchable working status positions according to the working status, namely the single-unit descending boarding working position model I, the double-unit descending boarding working position model II of the platform door, the full protection working position model III of the platform door, and the multi-unit interval descending boarding working position model IV of the platform door. Among them, the single-unit descending boarding working position model I of the platform door means that one unit door of the platform door is in the descending boarding working position state, and the rest of the unit doors are in the lifting protection working position; The double-unit descending boarding working position model II of the platform door means that two consecutive unit doors of the platform door are in the descending boarding working position state, and the rest of the unit doors are in the lifting protection working position; The full protection working position model III of the platform door means that all unit doors of the platform door are in the lifting protection working position; The multi-unit interval descending boarding working position model IV of the platform door means that the platform door adapts to the door positions of the entire train of multi-mode vehicles and some are in the descending boarding working position state, and the rest of the unit doors are in the lifting protection working position; The control system of the multi-unit elevating platform doors mainly consists of on-vehicle equipment, station equipment and ground communication network system. The on-vehicle equipment is mainly the on-vehicle controller of the elevating platform doors, which includes basic parameter information such as the train type number, external geometric dimensions and door positions of the corresponding train types; The station equipment mainly includes the ground intelligent elevating platform doors suitable for multi-mode railway vehicles, the platform controller of the elevating platform doors and the door position identification and monitoring system. The platform controller of the elevating platform doors includes basic parameter information such as the train type numbers, external geometric dimensions and door positions of all train types parked or passing through at this station, and at the same time includes the door control systems of all unit doors on this station platform; When modeling and designing the installation and arrangement of the multi-unit elevating platform doors in the yard layout test model, the main characteristic mechanisms of the door leaf body, the lifting system of the screen door and the protection height compensation telescopic system are retained, and the geometric characteristics of the unit combination connection mechanism of the screen door, the protection system of the screen door and the linkage control unit are simplified and ignored; 13) Selection and design of the train dynamic model: The train dynamic model should consist of at least a three - formation train EMU model including a head car + intermediate cars + tail car. In model processing, the geometric structure of the bogie can be simplified, and the pantograph, pantograph fairing, pantograph - catenary status monitor, air - conditioner fairing, inverter, and other roof accessories can be omitted. The detailed features of the head streamline, the windshield at the vehicle connection, and the geometric features of the bogie cabin skirt should be retained in the model design. To ensure the accuracy of relevant test measurements, the side wall of the train dynamic model body is required not to produce obvious deformation under a pressure wave amplitude of 6 kPa, and the train dynamic model is required not to vibrate when passing through the lift - type platform screen door at any speed, and the roll angle of the vehicle centroid is not greater than 3.5°; 2) Determine the process division and test control of the test area section of the station yard layout test model 21) Process division of the test area section: The test additional sections of the station yard layout test model respectively include three parts: an acceleration section, a constant - speed test section, and a braking section. Among them, for the acceleration, a power drive system mainly including an air cannon ejection drive is used to drive the train. The power drive system should enable the minimum driving speed of the train to reach 450 km / h; the constant - speed test section should maintain the train passing at a constant speed of the established speed target; the braking section usually uses a magnetic deceleration facility installed below to quickly brake and stop the train model. 22) Precision setting of the test control system: Applicable to the test process of the lift - type platform screen door passing through the train pneumatic impact dynamic model, all test operations are completed by the control system. By controlling the control system, the air pressure value in the air cannon is obtained to achieve an error of ±5 km / h in the vehicle speed of the dynamic model after firing under the same air pressure. 3) Selection of the test data acquisition system: The data acquisition system mainly consists of a hot - wire anemometer, a pressure sensor, a force - measuring balance sensor, as well as a trigger device, a data collector, a signal transmission optical fiber, and related data analysis software. The data acquisition system is used for the pressure, speed, and acceleration data on the surface or in the flow field of the lift - type platform screen door and the passing train during the test process. 4) Data acquisition and point - setting of the lift - type platform screen door: 41) Calibration of the pressure sensor: In the model test design and measurement method, a pressure gauge weight and a static suspension ball are used to conduct static calibration on the pressure sensor. At the same time, calibration is carried out by gradually loading and unloading within the range of ±1 kPa to obtain calibration data to determine the sensitivity of the pressure sensor. Since the pneumatic impact of the dynamic model train on the windbreak is a dynamic process, the dynamic response process of the sensor is also directly related to the accuracy of the test results. In the model test design and measurement method, a set of stagnation - point dynamic pressure test systems is used. This gun barrel support is fixed on the dynamic model braking system. The stagnation - point pressure at the front end of the horizontal gun barrel is equal to the dynamic pressure. Through testing, it is determined that the dynamic response of the sensor meets the test requirements; 42) Test point arrangement: To ensure that the pulsating pressure on the surface of the lifting platform door at the starting section, middle section and end section when the monitoring model train enters, passes through and leaves the section where the lifting platform door is arranged, the pulsating pressure on the surface of the lifting platform door at the same longitudinal position and different heights caused by the train wind is monitored; to accurately measure the pressure field changes at the starting section, middle section and end section of the train, at least 6 single pressure monitoring points of the multi-unit lifting platform door are arranged along the longitudinal direction of the test model of the station yard. On the platform door, there are at least two continuous unit doors at the longitudinal front and rear outermost sides respectively, and at least two continuous unit doors in the middle position; in order to accurately measure the aerodynamic impact characteristics of the platform door caused by the pressure field changes in the starting section, middle section and end section of the train and the aerodynamic load distribution in the height direction, two rows of pressure monitoring points are symmetrically set for each unit door, and each row has no less than 5 pressure monitoring points. At the same time, in order to ensure that the pressure measuring points in the row direction can accurately measure the pulsating pressure at the position of the train nose cone, the pressure monitoring points should be arranged to ensure that one pressure measuring point is at the same height as the train nose cone; 5) Data collection setting for train dynamic model test: The pressure measuring point on the surface of the train model body uses a pinhole-type embedded part to fix the pressure sensor on the inner side of the body wall of the train model, and a micro pressure measuring hole is opened on the outer side of the body.

[0013] Preferably, the station layout test model power system is a dynamic model acceleration device driven by an air cannon, which mainly includes a large air storage chamber, a small air storage chamber, a deflated piston and three solenoid valves. It is required to accelerate the test train dynamic model to the target test speed within a time range of less than 1 second. During the test, the large-caliber solenoid valve is controlled to generate a pressure difference on both sides of the deflated piston, which then moves to the right and compressed air enters the acceleration tube to accelerate the trailer.

[0014] Preferably, in order to prevent the brake system from failing during the brake section test of the station layout test model and to prevent the moving model train from running off the track at high speed, anti-collision protection devices should be installed at the terminals on both sides of the test model track.

[0015] Preferably, the station layout test model, the multi-unit lifting platform door and the train scale model usually adopt a reduction ratio of 1:4 or 1:8 or 1:10.

[0016] The beneficial effects of the present invention are: the dynamic model test design and measurement method suitable for lift platform doors passing through train aerodynamic impact can provide a dynamic model test and safety assessment method for the operation of multi-standard vehicles in the next stage of multi-level rail transit deep interconnection, ensure the working stability of lift platform doors in adapting to multiple operating conditions, and effectively solve the technical problems of low applicability of existing multi-standard vehicle selection and complex aerodynamic threshold assessment for lift platform doors. Brief Description of the Drawings

[0017] Figure 1 It is a flow chart of the design and measurement method for the dynamic model test of the pneumatic impact of a train passing through a lift-type platform screen door according to the present invention; Figure 2 It is a process layout, equipment configuration and working principle diagram of the yard layout test model according to the present invention; Figure 3 It is a composition and working principle diagram of the data acquisition system according to the present invention; Figure 4 It is a schematic diagram of the layout of pressure monitoring points applicable to the lift-type platform screen door according to the present invention; Figure 5 It is a multi-condition working state and corresponding experimental model adapted to the lift-type platform screen door according to the present invention; Figure 6 It is a three-dimensional structure diagram of the lift-type platform screen door adapted according to the present invention. Detailed Embodiment

[0018] The present invention will be further described below with reference to the accompanying drawings: As Figure 1 shown, a design and measurement method for the dynamic model test of the pneumatic impact of a train passing through a lift-type platform screen door, the method takes the multi-unit lift-type platform screen door applicable to the docking of multi-system railway vehicles to meet the passenger boarding and alighting as the research object, refers to the key technical parameters such as the vehicle gauge, overall pneumatic appearance scale, and operating speed grade of different speed grade CRH series trains, CR400 series trains, urban rail trains and subway trains in China, adopts a scale model scheme suitable for the test accuracy, establishes a standard double-track yard layout test model that meets the through and docking of trains, and based on the yard layout test model, a multi-unit lift-type platform screen door test model is installed. The design and data measurement of the pneumatic impact dynamic model test of the train passing through the lift-type platform screen door are carried out from aspects such as the process layout, power system, control system, braking system, data acquisition system layout, test equipment selection and layout method of the test model; the design and measurement method for the dynamic model test of the pneumatic impact of a train passing through a lift-type platform screen door specifically includes the following steps: 1) Determine the standard double-track yard layout test model that meets the installation of the multi-unit lift-type platform screen door test model (refer to Figure 1 , Figure 2 ): 11) Establish a station layout test model: The total length of the test line of the station layout test model is selected to be the result of scaling down the effective length of the arrival and departure tracks of the station plus the length of the test additional section. Among them, the length of the test additional section is 300 - 350 m longitudinally extended on both sides of the station model. The station layout test model adopts a double-track structure, and the track model line spacing is obtained by scaling down according to the 5 m line spacing in the Chinese railway technical standard system. The station layout test model is divided into upper and lower layers. The upper layer is the installation track of the lifting platform screen door and the running track of the train dynamic model, and the lower layer is the running track of the tractor; the scale of the station layout test model, the multi-unit lifting platform screen door and the train scale model is usually 1:4 or 1:8 or 1:10.

[0019] 12) Install and arrange the multi-unit lifting platform screen door (refer to Figure 5 , Figure 6 ) The multi-unit lifting platform screen door is installed outside the outermost arrival and departure track according to the actual station layout process. The longitudinal layout length is calculated according to the longest formation length of the parked multi-system trains plus the longitudinal layout safety redundancy length. The safety redundancy length is greater than or equal to 10 m, and the safety redundancy length is the length calculated according to the actual ratio; the multi-unit lifting platform screen door is respectively set with four working state positions that can be switched according to the working state, namely the single-unit descending for boarding working position model I, the double-unit descending for boarding working position model II of the platform screen door, the full protection working position model III of the platform screen door, and the multi-unit interval descending for boarding working position model IV of the platform screen door. Among them, in the single-unit descending for boarding working position model I of the platform screen door, one unit door of the platform screen door is in the descending for boarding working position state, and the remaining unit doors are in the lifting protection working position; in the double-unit descending for boarding working position model II of the platform screen door, two consecutive unit doors of the platform screen door are in the descending for boarding working position state, and the remaining unit doors are in the lifting protection working position; in the full protection working position model III of the platform screen door, all unit doors of the platform screen door are in the lifting protection working position; in the multi-unit interval descending for boarding working position model IV of the platform screen door, some are in the descending for boarding working position state to adapt to the door positions of the whole train of multi-system vehicles, and the remaining unit doors are in the lifting protection working position; The control system of the multi-unit lifting platform screen door is mainly composed of on-vehicle equipment, station equipment and ground communication network system. The on-vehicle equipment is mainly the on-vehicle controller of the lifting platform screen door, which contains basic parameter information such as the train type number, external geometric dimensions and door positions of the corresponding system models; the station equipment mainly includes the multi-unit ground intelligent lifting platform screen doors applicable to multi-system railway vehicles, the platform controller of the lifting platform screen door and the door position identification and monitoring system. The platform controller of the lifting platform screen door contains basic parameter information such as the train type numbers, external geometric dimensions and door positions of all system models stopping or passing through this station, and at the same time contains the door control systems of all unit doors on this station platform; When the multi-unit lifting platform door is installed and laid out in the station layout test model, the main characteristic mechanisms of the door leaf body, the shield door lifting system, and the protective height compensation telescopic system are retained, and the geometric characteristics of the shield door unit combination connection mechanism, the shield door protection system, and the linkage control unit are simplified and ignored; 13) Design and selection of train dynamic model: The train dynamic model should at least consist of a three-carriage train EMU model including the head car + middle car + tail car. The geometric structure of the bogie can be simplified in the model processing, and the roof pantograph, pantograph fairing, pantograph network status monitor, air conditioning fairing, converter and other roof accessories can be omitted. The model design should retain the detailed features of the head streamline, the windshield at the vehicle connection and the geometric features of the bogie cabin skirt. To ensure the accuracy of relevant test measurements, the side wall of the train dynamic model is required to have no obvious deformation under a pressure amplitude of 6kPa. The train dynamic model is required to have no vibration when passing through the lifting platform door at any speed, and the body mass center rolling angle is not greater than 3.5°. 2) Determine the station layout test model test section process division and test control 21) Test section process division: The additional test section of the station layout test model includes three parts: acceleration section, uniform speed test section and braking section. The acceleration adopts a power drive system mainly including air cannon ejection drive to drive the train. The minimum driving speed of the train achieved by the power drive system should reach 450km / h; the uniform speed test section should maintain the uniform speed of the train at the predetermined target speed; the braking section usually adopts the magnetic deceleration facility installed below to quickly brake and stop the train model; at the same time, in order to prevent the braking system from failing during the braking section test of the station layout test model and to prevent the moving model train from running off the track at high speed, anti-collision protection devices should be installed at the terminals on both sides of the test model track.

[0020] 22) Test control system accuracy setting: Applicable to the dynamic model test of the lifting platform door passing through the train pneumatic impact. The test operations are all completed by the control system. The air pressure value in the air cannon is obtained through the control system to achieve a dynamic model speed error of ±5km / h after launch under the same air pressure; the station layout test model power system is a dynamic model acceleration device driven by an air cannon, which mainly includes a large air storage chamber, a small air storage chamber, a deflation piston and three solenoid valves. It is required to accelerate the test train dynamic model to the target test speed within a time range of less than 1s. During the test, the large-caliber solenoid valve is controlled to generate a pressure difference on both sides of the deflation piston, which then moves to the right, and then compressed air enters the acceleration tube to accelerate the trailer.

[0021] 3) Selection of test data acquisition system (reference Figure 3): The data acquisition system mainly consists of a hot-wire anemometer, a pressure sensor, a force balance sensor, as well as a trigger device, a data collector, a signal transmission optical fiber, and relevant data analysis software. The data acquisition system is used to collect pressure, speed, and acceleration data on the surface of the lift platform door and the passing train or within the flow field during the test process; 4) Data acquisition and layout setting of the lift platform door (refer to Figure 4 ): 41) Calibration of the pressure sensor: In the model test design and measurement method, a pressure gauge weight and a static suspension ball are used to perform static calibration on the pressure sensor. At the same time, loading and unloading calibration are carried out step by step within the range of ±1 kPa to obtain calibration data to determine the sensitivity of the pressure sensor. Since the aerodynamic impact of the moving model train on the windbreak is a dynamic process, the dynamic response process of the sensor is also directly related to the accuracy of the test results; In the model test design and measurement method, a set of stagnation dynamic pressure test systems is used. This gun barrel bracket is fixed on the braking system of the moving model. The stagnation pressure at the front end of the horizontal gun barrel is equal to the dynamic pressure. Through testing, it is determined that the dynamic response of the sensor meets the test requirements; 42) Test layout: To ensure the measurement of the pulsating pressure acting on the surface of the lift platform door generated by the model train when entering, passing through, and leaving the section where the lift platform door is installed, at the starting section, the middle section, and the ending section, and to measure the pulsating pressure acting on the surface of the lift platform door generated by the train wind at the same longitudinal position and different heights; To accurately measure the pressure field changes at the starting section, the middle section, and the ending section of the train, at least 6 unit doors of the multi-unit lift platform door are arranged along the longitudinal direction of the test model for pressure monitoring points, with at least 2 consecutive unit doors at the outermost positions in the front and back longitudinally, and at least 2 consecutive unit doors in the middle position; To accurately measure the aerodynamic impact characteristics of the platform door and the aerodynamic load distribution in the height direction caused by the pressure field changes at the starting section, the middle section, and the ending section of the train, two columns of pressure monitoring points are symmetrically arranged on each unit door, with each column having no less than 5 pressure monitoring points. At the same time, to ensure that the pressure measurement points in the column direction can accurately measure the pulsating pressure at the position of the train nose cone, when arranging the pressure monitoring points, it should be ensured that 1 pressure measurement point is at the same height as the train nose cone; 5) Data acquisition setting for the moving model test of the train: For the pressure measurement points on the surface of the train model body, the pressure sensor is fixed on the inner side of the train model body wall using a pinhole type embedded part, and a micro-pressure measuring hole is opened on the outer side of the vehicle body.

[0022] Data acquisition system process: The signals collected by various sensors are output as voltage signals and transmitted to the data acquisition card through the signal line. The acquisition card performs AD conversion. Since the acquisition card and the computer in the control room are far away, in order to ensure the stability and efficiency of the transmission and reduce the signal-to-noise ratio of the signal transmission, the acquisition card and the computer are connected by optical fiber. After the data is transmitted through the optical fiber, it enters the computer acquisition software for real-time display. The core components of the acquisition system are the data acquisition card and the sensor. The dynamic model test time uses an external pulse trigger to automatically record data. At the moment the launch switch is pressed, a 5V high-level signal will be generated and output by the control room transmitter. Since the control room is far away from the platform test section, the pulse signal is easily interfered by the surrounding electromagnetic waves when it is transmitted in a long coaxial cable. The design of adding an RC filter module at the front end of the trigger port can effectively eliminate the interference of the electromagnetic field signal in the space and avoid the false triggering of the acquisition caused by the electromagnetic field noise signal.

[0023] The present invention is adapted to the working mode of the lifting platform door: when any standard vehicle stops at any position of the platform for passengers to get on or off, under the linkage control of the vehicle's on-board equipment, trackside integrated train control equipment, vehicle-ground safety communication control system, station platform screen door control system, etc., 1 to 3 groups of platform screen doors corresponding to the parked vehicle move downward along the sliding bodies on both sides of the outer end of the platform door in the lifting working state under the linkage of the driving and transmission mechanisms. At the same time, the platform door protection height compensation telescopic system is started to control the steplessly adjustable glass plate telescopic mechanism to retract into the door leaf body. When the door leaf body descends to a height slightly lower than the platform plane with the upper end, the screen door lifting system stops working, and then the screen door protection system is started, and the electric-controlled hydraulic push rod drives the protection plate to gradually move to the protection working position at the upper end of the platform screen door. The upper surface of the protection plate is flush with the platform plane, so as to ensure the protection of the platform screen door from being stepped on by people when in the boarding working position. After passengers get on and off the board, the linkage control system controls the platform shield door protection system to start and return to the lifting state, and then starts the platform shield door lifting system and the protection height compensation telescopic system separately or simultaneously, and gradually resets them to the normal working position corresponding to the lifting state.

[0024] It should be noted that the directions or positional relationships indicated by "left", "right", "front", "back", "inside", "outside", "upper", "lower" and the like mentioned in this document are based on the positional relationships shown in the drawings, and are only for the convenience of describing the technical solution and simplifying the description, and do not indicate or imply 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.

[0025] 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 also intends to include these modifications and variations.

Claims

1. Design and determination method of model test for lift-type platform door passing through pneumatic impact of train, characterized by: The method takes a multi-unit lifting platform door suitable for the parking of multi-standard railway vehicles to meet the passengers' boarding and alighting as the research object, refers to the key technical parameters such as vehicle limits, overall aerodynamic appearance dimensions, and operating speed levels of CRH series vehicles, CR400 series vehicles, urban trains, and subway trains of different speed levels in China, adopts a scaled model scheme suitable for test accuracy, establishes a standard double-track station layout test model that meets the requirements of train through and parking, and arranges and installs a multi-unit lifting platform door test model based on the station layout test model, and designs and measures the pneumatic impact dynamic model test of the train passing through the lifting platform door from the aspects of test model process layout, power system, control system, brake system, data acquisition system layout, test equipment selection and layout method; The specific test design and determination method for the pneumatic impact model of lift platform doors passing through trains includes the following steps: 1) Determine the test model for the layout of the double-track station layout that meets the standard with the multi-unit lifting platform door test model: 11) Establishing a station layout test model: The full length of the test line of the station layout test model is selected as the effective length of the station to departure line plus the reduced length of the test additional section, wherein the length of the test additional section is 300-350m longitudinally extended on both sides of the station model. The station layout test model adopts a double-track structure, and the track model line spacing is reduced to 5m line spacing under the Chinese railway technical standard system. The station layout test model is divided into upper and lower layers, the upper layer is the installation track of the lifting platform door and the train dynamic model, and the lower layer is the traction vehicle running track; 12) Install and lay out multi-unit lifting platform doors: The multi-unit lifting platform doors are installed on the outer side of the outermost track to the departure track according to the actual station layout process. The longitudinal length of the layout is calculated according to the longest marshaling length of the multi-standard trains parked plus the longitudinal layout safety redundant length. The safety redundant length is greater than or equal to 10m, and the safety redundant length is the actual proportional calculation length; the multi-unit lifting platform doors are set with four switchable working state positions according to the working state, namely single-unit descent boarding working state model I, platform door double-unit descent boarding working state model II, platform door full protection working state model III, platform door multi-unit interval descent boarding working state model Type IV, wherein the platform door single-unit descending boarding work position model I is that one unit door of the platform door is in the descending boarding work position state, and the other unit doors are in the lifting protection work position; the platform door double-unit descending boarding work position model II is that two consecutive unit doors of the platform door are in the descending boarding work position state, and the other unit doors are in the lifting protection work position; the platform door full protection work position model III is that all unit doors of the platform door are in the lifting protection work position; the platform door multi-unit interval descending boarding work position model IV is that the platform door adapts to the door position of a whole train of multi-standard vehicles and part of it is in the descending boarding work position state, and the other unit doors are in the lifting protection work position; The multi-unit lifting platform door control system is mainly composed of vehicle-mounted equipment, station equipment and ground communication network system. The vehicle-mounted equipment is mainly a lifting platform door vehicle-mounted controller, which contains basic parameter information including the train model, external geometric dimensions and door position of the corresponding standard vehicle model; the station equipment mainly includes multi-unit ground intelligent lifting platform doors suitable for multi-standard railway vehicles, lifting platform door platform controllers and door position identification monitoring systems. The lifting platform door platform controller contains basic parameter information including the train model, external geometric dimensions and door position of all standard vehicle models that stop or pass at this station, and also contains all unit door control systems of the platform of this station; When the multi-unit lifting platform door is installed and laid out in the station layout test model, the main characteristic mechanisms of the door leaf body, the shield door lifting system, and the protective height compensation telescopic system are retained, and the geometric characteristics of the shield door unit combination connection mechanism, the shield door protection system, and the linkage control unit are simplified and ignored; 13) Design and selection of train dynamic model: The train dynamic model should at least consist of a three-carriage train EMU model including the head car + middle car + tail car. The geometric structure of the bogie can be simplified in the model processing, and the roof pantograph, pantograph fairing, pantograph network status monitor, air conditioning fairing, converter and other roof accessories can be omitted. The model design should retain the detailed features of the head streamline, the windshield at the vehicle connection and the geometric features of the bogie cabin skirt. To ensure the accuracy of relevant test measurements, the side wall of the train dynamic model is required to have no obvious deformation under a pressure amplitude of 6kPa. The train dynamic model is required to have no vibration when passing through the lifting platform door at any speed, and the body mass center rolling angle is not greater than 3.5°. 2) Determine the station layout test model test section process division and test control 21) Test section process division: The test additional sections of the station layout test model include three parts: acceleration section, uniform speed test section and braking section. The acceleration adopts a power drive system mainly including air cannon ejection drive to drive the train. The power drive system should achieve a minimum train driving speed of 450km / h; the uniform speed test section should maintain the uniform speed of the train at the predetermined speed target; the braking section usually adopts the magnetic deceleration facility installed below to quickly brake and stop the train model; 22) Test control system accuracy setting: Applicable to the dynamic model test of the lifting platform door passing through the train pneumatic impact. The test operation is completed by the control system. The air pressure value in the air cannon is obtained by the control system to achieve the speed error of the dynamic model within ±5km / h after firing under the same air pressure; 3) Selection of test data acquisition system: The data acquisition system mainly includes a hot wire anemometer, a pressure sensor and a force balance sensor, as well as a trigger device, a data acquisition device, a signal transmission optical fiber and related data analysis software. The data acquisition system is used for the pressure, velocity and acceleration data of the lifting platform door and the surface or flow field of the train during the test; 4) Data collection and point setting of lift platform doors: 41) Pressure sensor calibration: In the model test design and measurement method, a pressure gauge weight and a static suspension ball are used to perform static calibration on the pressure sensor, and loading and unloading calibration is performed step by step within the range of ±1kPa to obtain calibration data to determine the sensitivity of the pressure sensor; since the aerodynamic impact of the dynamic model train on the wind barrier is a dynamic process, the dynamic response process of the sensor is also directly related to the accuracy of the test results; in the model test design and measurement method, a set of stationary dynamic pressure test system is used to fix the barrel bracket on the dynamic model brake system, and the stationary pressure at the front end of the horizontal barrel is equal to the dynamic pressure. Through the test, it is determined that the dynamic response of the sensor meets the test requirements; 42) Test point arrangement: To ensure that the pulsating pressure on the surface of the lifting platform door at the starting section, middle section and end section when the monitoring model train enters, passes through and leaves the section where the lifting platform door is arranged, the pulsating pressure on the surface of the lifting platform door at the same longitudinal position and different heights caused by the train wind is monitored; to accurately measure the pressure field changes at the starting section, middle section and end section of the train, at least 6 single pressure monitoring points of the multi-unit lifting platform door are arranged along the longitudinal direction of the test model of the station yard. On the platform door, there are at least two continuous unit doors at the longitudinal front and rear outermost sides respectively, and at least two continuous unit doors in the middle position; in order to accurately measure the aerodynamic impact characteristics of the platform door caused by the pressure field changes in the starting section, middle section and end section of the train and the aerodynamic load distribution in the height direction, two rows of pressure monitoring points are symmetrically set for each unit door, and each row has no less than 5 pressure monitoring points. At the same time, in order to ensure that the pressure measuring points in the row direction can accurately measure the pulsating pressure at the position of the train nose cone, the pressure monitoring points should be arranged to ensure that one pressure measuring point is at the same height as the train nose cone; 5) Data collection setting for train dynamic model test: The pressure measuring point on the surface of the train model body uses a pinhole-type embedded part to fix the pressure sensor on the inner side of the body wall of the train model, and a micro pressure measuring hole is opened on the outer side of the body.

2. The design and determination method of the dynamic model test for a lift-type platform door subjected to a pneumatic impact of a train according to claim 1, characterized in that: The station layout test model power system is a dynamic model acceleration device driven by an air cannon, which mainly includes a large air storage chamber, a small air storage chamber, a deflated piston and three electromagnetic valves. It is required to accelerate the test train dynamic model to the target test speed within a time range of less than 1s. During the test, the large-caliber solenoid valve is controlled to generate a pressure difference on both sides of the deflated piston, which then moves to the right and then compressed air enters the acceleration tube to accelerate the trailer.

3. The design and determination method of the dynamic model test for a lift-type platform door subjected to a pneumatic impact of a train according to claim 1, characterized in that: In order to prevent the brake system from failing during the brake section test of the station layout test model and to prevent the model train from running off the track at high speed, anti-collision protection devices should be installed at the terminals on both sides of the test model track.

4. The design and determination method of the dynamic model test for a lift-type platform door subjected to a pneumatic impact of a train according to claim 1, characterized in that: The station layout test model, multi-unit lifting platform door and train scale model usually adopt a reduction ratio of 1:4, 1:8 or 1:10.

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