A high-speed railway tunnel aerodynamic test device

Abstract

The present invention discloses a high-speed railway tunnel aerodynamic test device, comprising two supporting walking parts, two driving parts, a data acquisition part and a control console, wherein the two supporting walking parts are both ring-shaped and distributed up and down; the two driving parts are respectively mounted on the two supporting walking parts; the data acquisition part is sleeved on the supporting walking parts and forms a walking channel of the driving parts; the control console is respectively electrically connected to the driving parts and the data acquisition part. The present invention can test the distribution characteristics and change laws of compression waves and micro-pressure waves generated by a train under different speed ranges, different tunnel lengths, different buffer structures and other conditions when a single train passes or intersects in a tunnel at a high speed (600km / h).

Description

Technical Field

[0001] The invention relates to the technical field of aerodynamic test, and more particularly to an aerodynamic test device for a high-speed railway tunnel. Background Art

[0002] Both the European Railway Technology Strategy and Japan's RTRI Research Roadmap propose to conduct research on new high-speed trains and infrastructure with a maximum operating speed of 360 to 400 kilometers per hour. The Moscow-Kazakhstan high-speed railway and other lines in Russia have been designed according to the speed target of 400 kilometers per hour. The design speed of Germany's ICE NGT400 train and the UK's AeroLiner3000 both reach 400 kilometers per hour. my country's newly built Chongqing-Central Line high-speed railway has begun planning and construction, with a design speed of 400 kilometers per hour. my country is about to usher in the development opportunity of high-speed railways with speeds of 400 kilometers per hour and above. Tunnel engineering is an important part of railway engineering, and aerodynamic effect is one of the key factors controlling the design of tunnel sections. The construction of higher-speed high-speed railways is inseparable from the development of tunnel aerodynamic effect test technology.

[0003] The tunnel aerodynamic indoor research scheme currently widely used in my country is the ejection dynamic model test system. The Central South University test model train consists of three cars, which are ejected by elastic ropes, and braked by friction, piston and brake discs, with a maximum speed of 500km / h; the Southwest Jiaotong University test device uses air cannon ejection, and the reducer is combined with the blocker for braking, with a speed of 374.4km / h. However, there are the following main problems:

[0004] 1) The limited driving force of the ejection equipment and the fixed length of the track acceleration section after the model is built restrict the further improvement of the train model test speed in the model test; in terms of test equipment construction and operation, the ejection dynamic model test system has a long production cycle, high cost, large floor space, and many personnel required for the test; the impact force of the model train in the braking section is very large. If the deceleration is too large, the model will be damaged and there will be safety hazards;

[0005] 2) Straight tracks occupy a large area and require specially designed ejection and braking systems; circular tracks with the centerline and plane parallel to the ground occupy a large area. When the design speed of the train reaches 600km / h, the diameter of the circle generally reaches tens or even hundreds of meters. The centrifugal force of the train has a component parallel to the plane of the track, which may cause the train to derail; circular tracks with the centerline perpendicular to the ground are prone to instability.

[0006] Therefore, providing a stable aerodynamic test device for high-speed railway tunnels suitable for higher speeds is an urgent problem to be solved by those skilled in the art. Summary of the invention

[0007] In view of this, the present invention provides a high-speed railway tunnel aerodynamic test device, which can test the distribution characteristics and change rules of compression waves generated by single trains passing through or crossing in tunnels at high speed (600km / h) under different speed ranges, different tunnel lengths, different buffer joints, etc. It can simulate trains passing through tunnels multiple times.

[0008] In order to achieve the above object, the present invention adopts the following technical solution:

[0009] A high-speed railway tunnel aerodynamic test device, comprising:

[0010] Two supporting walking parts, both of which are ring-shaped and distributed up and down;

[0011] Two traveling parts, the two traveling parts are respectively mounted on the two supporting walking parts;

[0012] A data acquisition unit, which is sleeved on the supporting walking unit and forms a walking channel for the driving unit;

[0013] A control console is electrically connected to the driving unit and the data acquisition unit respectively.

[0014] By adopting the above scheme, the beneficial effects of the present invention are:

[0015] 1) The supporting walking part for model acceleration and braking is in a ring shape, which is equivalent to an infinitely long track. Therefore, expensive special ejection and braking equipment is not required, which greatly reduces the equipment manufacturing cost;

[0016] 2) The model occupies a small area, saving test space;

[0017] 3) The control console controls the train's acceleration movement, adapting to the acceleration control under different working conditions, so that the running part can continuously and smoothly obtain any speed change within the allowable range, avoiding damage to the running part and on-board test instruments caused by excessive inertia load generated by acceleration;

[0018] 4) The train acceleration and deceleration are controlled by the control console. After being fully accelerated in the closed support running part cycle, the train can pass through the test section at a uniform speed, which can accurately simulate the actual running environment of the train. After reaching the test speed, the train can repeatedly drive into the data collection part at the test speed. Under the given input and technical conditions, the aerodynamic effect of the tunnel engineering can be observed in the running environment of the train quickly and multiple times, which greatly improves the efficiency of model test work.

[0019] 5) The two driving parts are respectively mounted on the two supporting walking parts, which can simulate the working conditions of the driving parts passing through the tunnel and intersecting in the tunnel;

[0020] 6) It can be extended to research work in many fields, such as the aerodynamic effect of canopies, the aerodynamic effect of sound barriers, the influence of tunnel aerodynamic effect on tunnel main structure defects, the coupling effect of temperature field and aerodynamics in cold-region tunnels, etc.

[0021] Furthermore, the supporting walking part comprises:

[0022] A plurality of support frames, wherein the plurality of support frames are distributed at equal intervals;

[0023] An annular support tube group, wherein the annular support tube group is fixed on a plurality of the support frames;

[0024] A plurality of sleepers, wherein the sleepers are all sleeved on the annular support pipe group and are distributed at equal intervals;

[0025] Two circular tracks are symmetrically bonded to two sides of the sleeper respectively; and the walking planes of the circular tracks are perpendicular to the ground.

[0026] The beneficial effect of adopting the above-mentioned further technical solution is that it supports and transmits the load of the driving part during the driving process, so as to maintain the stability of the driving part during the driving process. At the same time, the walking plane of the circular track is perpendicular to the ground to avoid instability.

[0027] Furthermore, the driving part includes a plurality of train models connected in sequence, each of which includes a main body, two chassis frames, two running mechanisms and a command control receiver; the main body is hollow inside; the main body is fixedly connected to the two chassis frames spaced apart at its bottom; the running mechanism is installed inside the chassis frame and embedded in the two circular tracks; the command control receiver is installed on the top outer wall of the chassis frame, the control console is electrically connected to the command control receiver, and the command control receiver is electrically connected to the running mechanism.

[0028] The beneficial effect of adopting the above further technical solution is that the train model can be replaced or extended to simulate tunnels and trains with different cross-sectional areas.

[0029] Furthermore, the walking mechanism comprises:

[0030] A drive assembly, the drive assembly comprising a drive motor and a drive shaft, the drive motor being mounted on the top inner wall of the chassis frame; the output shaft of the drive motor being transmission-connected to the drive shaft via a gear set; the drive motor being electrically connected to the command control receiver;

[0031] Two driving wheels, which are respectively mounted at two ends of the driving shaft and are respectively in contact with the tops of the two annular tracks;

[0032] Two side guide wheels, the two side guide wheels are symmetrically arranged on the inner walls on both sides of the chassis frame, and are in contact with the side surfaces of the two annular tracks respectively;

[0033] Two blocking wheels, the two blocking wheels are symmetrically arranged on the inner wall of the bottom of the chassis frame and are respectively in contact with the bottoms of the two annular tracks;

[0034] Two disc brakes are symmetrically fixed on the inner wall of the top of the chassis frame and sleeved on the driving shaft; the disc brakes are electrically connected to the command control receiver.

[0035] The beneficial effects of adopting the above further technical solution are:

[0036] 1) The driving wheel supports the load, the side guide wheels keep the train in the center of the track and guide it through the entire journey, and the blocking wheels prevent the train model from deviating from the track when turning over. During driving, the train model can only move parallel to the track, which reduces the freedom of vehicle driving, making it easy to control and ensuring the stability of the train model at high speed;

[0037] 2) The disc brake serves to decelerate the train model, making it a train model with controllable power.

[0038] Furthermore, the data collection unit includes:

[0039] A tunnel model, wherein the tunnel model is mounted on the periphery of the two circular tracks and the train model; the inlet and outlet of the tunnel model are both tunnel buffer structures;

[0040] A plurality of pressure sensors, each of which is arranged at equal intervals on the inner wall of the tunnel model and distributed along the length direction of the tunnel model; each of the plurality of pressure sensors is electrically connected to the console;

[0041] An anemometer, the anemometer is installed on the inner wall of the tunnel model; the anemometer is electrically connected to the console;

[0042] Two cameras are respectively installed at the entrance and exit of the tunnel model; and both cameras are electrically connected to the console.

[0043] The beneficial effect of adopting the above further technical solution is that the pressure sensor and the anemometer can measure and analyze the propagation characteristics of pressure fluctuations in the tunnel model, and the camera can directly observe the aerodynamic effects of the train model before and after passing through the tunnel model.

[0044] Furthermore, the tunnel model includes a plurality of tunnel pipe units that are spliced ​​in sequence.

[0045] The beneficial effect of adopting the above further technical solution is that the tunnel model can adjust the length to simulate different tunnels and explore the influence of tunnel length.

[0046] Furthermore, the support frame includes a supporting column, two cross beams, two discs and two sleeves; the two cross beams are fixed on the same side of the supporting column and are distributed up and down; the two discs are respectively fixed on the extended ends of the two cross beams; the two sleeves are respectively connected to the two discs through triangular plates; and the sleeve is sleeved on the annular support tube group.

[0047] Furthermore, the annular support tube group includes a plurality of linear support tubes and two semi-circular support tubes; the plurality of linear support tubes and the linear support tubes and the semi-circular support tubes are connected by threads.

[0048] The beneficial effect of adopting the above further technical solution is that it is easy to disassemble and assemble. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying creative work.

[0050] Figure 1 The accompanying drawing is a top view of a high-speed railway tunnel aerodynamic test device provided by the present invention;

[0051] Figure 2 The attached picture is Figure 1 A schematic diagram of the enlarged three-dimensional structure of part A;

[0052] Figure 3 The attached picture is Figure 1 Sectional view of section 1-1;

[0053] Figure 4 The attached picture is Figure 1 Sectional view of section 2-2;

[0054] Figure 5 The attached picture is Figure 1 Sectional view of section 3-3;

[0055] Figure 6 The accompanying drawing is a schematic structural diagram of the driving part provided by the present invention. DETAILED DESCRIPTION

[0056] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0057] like Figure 1-6 As shown, the embodiment of the present invention discloses a high-speed railway tunnel aerodynamic test device, comprising:

[0058] Two supporting walking parts 1, both of which are ring-shaped and distributed up and down;

[0059] Two traveling parts 2, the two traveling parts 2 are respectively mounted on the two supporting traveling parts 1;

[0060] The data collection unit 3 is sleeved on the supporting walking unit 1 and forms a walking channel of the driving unit 2;

[0061] The control console 4 is electrically connected to the driving unit 2 and the data acquisition unit 3 respectively.

[0062] The present invention:

[0063] 1) The supporting walking part 1 for model acceleration and braking is in a ring shape, which is equivalent to an infinitely long track, so there is no need for expensive special ejection and braking equipment, which greatly reduces the equipment manufacturing cost; the model occupies a small area and saves test space;

[0064] 2) The control console 4 controls the acceleration of the driving part 2 to adapt to the acceleration control under different working conditions, so that the driving part 2 can continuously and smoothly obtain any speed change within the allowable range, avoiding damage to the driving part 2 and the vehicle-mounted test equipment caused by excessive inertial load generated by acceleration;

[0065] 3) The driving part 2 is controlled by the control console 4 to accelerate and decelerate. After the running part 2 is fully accelerated during the cyclic operation, the driving part 2 can pass through the test section at a uniform speed, which can accurately simulate the actual operating environment of the driving part; and after reaching the test speed, the driving part 2 can maintain the test speed and repeatedly drive into the data acquisition part 3. Under the conditions of given investment and technology, the driving part 2 operating environment can be quickly and repeatedly observed to observe the aerodynamic effect of the tunnel engineering, which greatly improves the efficiency of the model test work;

[0066] 4) The two traveling parts 2 are respectively mounted on the two supporting traveling parts 1, and can simulate the working conditions such as the traveling part 2 passing through the tunnel and crossing in the tunnel;

[0067] 5) It can be extended to the research work in many fields such as aerodynamic effect of canopy, aerodynamic effect of sound barrier, influence of aerodynamic effect of tunnel on main structure disease of tunnel, coupling effect between temperature field and aerodynamics of tunnel in cold area, etc.

[0068] Specifically, the supporting walking part 1 includes:

[0069] A plurality of support frames 11, wherein the plurality of support frames 11 are distributed at equal intervals;

[0070] The annular support tube group 12 is fixed on the plurality of support frames 11; the annular support tube group 12 is made of plastic;

[0071] A plurality of sleepers 13, which are all fitted on the annular support pipe group 12 and are evenly spaced; the sleepers 13 are used to support the annular track 14, maintain the position of the annular track 14, and transfer the pressure transmitted from the annular track 14 to the annular support pipe group 12;

[0072] Two circular tracks 14 are symmetrically bonded on both sides of the sleeper 13; and the running plane of the circular track 14 is perpendicular to the ground; it is used to directly bear the running load of the driving part 2 and play a guiding role. The circular track 14 consists of semicircular ring sections with a radius of R=2m on both sides and a 40m straight test section, wherein the straight section is the test section.

[0073] Specifically, the driving part 2 includes a plurality of train models connected in sequence, and the train model is divided into three parts: a head car, a middle car and a tail car. The train model is made of foam plastic using a precision mold. Each train model includes a main body 21, two chassis frames 22, two running mechanisms 23 and a command control receiver 24; the main body 21 is hollow inside; the main body 21 is fixedly connected to two chassis frames 22 spaced apart at its bottom; the running mechanism 23 is installed inside the chassis frame 22 and is embedded in two circular tracks 14; the command control receiver 24 is installed on the top outer wall of the chassis frame 22, the control console 4 is electrically connected to the command control receiver 24, and the command control receiver 24 is electrically connected to the running mechanism 23.

[0074] Specifically, the walking mechanism 23 includes:

[0075] The driving assembly includes a driving motor 231 and a driving shaft 232. The driving motor 231 is mounted on the top inner wall of the chassis frame 22. The output shaft of the driving motor 231 is connected to the driving shaft 232 through a gear set 233. The driving motor 231 is electrically connected to the command control receiver 24.

[0076] Two driving wheels 234, which are respectively mounted at both ends of the driving shaft 232 and are respectively in contact with the tops of the two annular tracks 14;

[0077] Two side guide wheels 235, the two side guide wheels 235 are symmetrically arranged on the inner walls of both sides of the chassis frame 22, and are in contact with the side surfaces of the two annular tracks 14 respectively;

[0078] Two blocking wheels 236, the two blocking wheels 236 are symmetrically arranged on the inner wall of the bottom of the chassis frame 22, and are in contact with the bottoms of the two annular tracks 14 respectively;

[0079] Two disc brakes 237 are symmetrically fixed on the top inner wall of the chassis frame 22 and sleeved on the driving shaft 232 ; the disc brakes 237 are electrically connected to the command control receiver 24 .

[0080] Specifically, the data collection unit 3 includes:

[0081] The tunnel model 31 is set on the periphery of the two circular tracks 14 and the train model; the inlet and outlet of the tunnel model 31 are both tunnel buffer structures; the tunnel model 31 is set on the periphery of the test section; the tunnel model 31 adopts a splicing design, and the total length of the tunnel model 31 is changed by increasing or decreasing the number of basic units, thereby simulating tunnels of various lengths;

[0082] A plurality of pressure sensors 32, each of which is arranged at equal intervals on the inner wall of the tunnel model 31 and distributed along the length direction of the tunnel model 31, and is located 0.4 m above the top surface of the circular track 14; the plurality of pressure sensors 32 are all electrically connected to the console 4; one pressure sensor 32 is used as a pressure measuring point, and is numbered according to the distance of the pressure measuring point from the entrance of the tunnel model 31;

[0083] Anemometer 33, which is installed on the inner wall of the tunnel model 31; anemometer 33 is electrically connected to the control console 4;

[0084] Two cameras 34 are installed at the entrance and exit of the tunnel model 31 respectively; both cameras 34 are electrically connected to the console 4 .

[0085] Specifically, the tunnel model 31 includes a plurality of tunnel pipe units that are sequentially spliced.

[0086] Specifically, the support frame 11 includes a support column 111, two cross beams 112, two discs 113 and two sleeves 114; the two cross beams 112 are fixed on the same side of the support column 111 and are distributed up and down; the two discs 113 are respectively fixed on the extended ends of the two cross beams 112; the two sleeves 114 are respectively connected to the two discs 113 through triangular plates 115 as a whole; the sleeve 114 is sleeved on the annular support pipe group 12.

[0087] Specifically, the annular support tube group 12 includes a plurality of linear support tubes and two semi-circular support tubes; the plurality of linear support tubes and the linear support tubes and the semi-circular support tubes are connected by threads.

[0088] The test process of the present invention is as follows:

[0089] Cyclic acceleration phase:

[0090] The train model is a powered train. The control console 4 issues an acceleration command, the command control receiver 24 receives the acceleration command, the drive motor 231 starts, the drive shaft 232 and the drive wheel 234 rotate, and the train model begins to accelerate and accelerates to the test speed in the closed track cycle operation.

[0091] Compared with the cumbersome launch preparation work of the launch-type train model method, the power train has good starting and speed regulation functions, and the train model does not need launch preparation work to run; and it can adapt to acceleration control under different working conditions, so that the train model can continuously and smoothly obtain any speed change within the allowable range, avoiding damage to the train model and on-board test instruments due to excessive inertial load generated by acceleration.

[0092] Uniform motion stage (simulation test):

[0093] After the train model reaches the experimental speed, the control console 4 controls and maintains the speed of the train model to achieve uniform speed in the closed circular track. The anemometer 33 and the pressure sensor 32 in the tunnel model collect the aerodynamic force and air flow rate generated by the train model on the tunnel wall when it passes through the tunnel model 31, and measure and analyze the propagation characteristics of pressure fluctuations in the train model. The cameras 34 on both sides are used to observe the aerodynamic effects of the tunnel engineering when the train model enters and exits the tunnel model 31, and the collected and observed information data is received by the control and information acquisition computer.

[0094] The laboratory test stage is different from the launch-type train model method (including rubber band catapult and compressed air cannon launch), which has no inertial motion process in the test section. The power train is controlled by the control console to accelerate and decelerate the train. After being fully accelerated in the closed track cycle, the train can pass through the test section at a uniform speed. Because the train speed can be controlled, the actual train operation environment can be simulated more accurately. Thanks to the closed loop track structure, after reaching the test speed, the train can maintain the test speed and repeatedly enter the tunnel. Under given input and technical conditions, it can quickly simulate the train operation environment multiple times to observe the aerodynamic effects of the tunnel project, greatly improve the efficiency of model test work, and carry out a large amount of testing work under given conditions. The use of power trains can synthesize trains of different lengths according to the test content, and simulate the aerodynamic effects of the train passing through a long tunnel under the uniform speed of the train, so that the test data is more reliable.

[0095] Cycle deceleration phase:

[0096] Once the model completes the test, it enters the deceleration stage. The braking device of the present invention is a disc brake 237 installed on both sides of the drive shaft 232. The control console 4 issues a deceleration command, and the command control receiver 24 receives the deceleration command. The disc brakes 237 on both sides of the drive shaft 232 complete the deceleration command, and the train model achieves braking in the closed circular track circulation motion.

[0097] Compared with the deceleration method of the launch-type train model method, the present invention reduces the damage to the train model caused by the rope tension braking method.

[0098] In this specification, each embodiment is described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the embodiments can be referred to each other. For the device disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant parts can be referred to the method part.

[0099] The above description of the disclosed embodiments enables one skilled in the art to implement or use the present invention. Various modifications to these embodiments will be apparent to one skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown herein, but rather to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A high-speed railway tunnel aerodynamic test device, characterized in that: include: Two supporting walking parts, both of which are ring-shaped and distributed up and down; Two traveling parts, the two traveling parts are respectively mounted on the two supporting walking parts; A data acquisition unit, which is sleeved on the supporting walking unit and forms a walking channel for the driving unit; A control console, the control console is electrically connected to the driving unit and the data acquisition unit respectively; The supporting walking part comprises: A plurality of support frames, wherein the plurality of support frames are distributed at equal intervals; An annular support tube group, wherein the annular support tube group is fixed on a plurality of the support frames; A plurality of sleepers, wherein the sleepers are all sleeved on the annular support pipe group and are distributed at equal intervals; Two circular tracks, the two circular tracks are symmetrically bonded to the two sides of the sleeper respectively; and the running plane of the circular tracks is perpendicular to the ground; The driving part includes a plurality of train models connected in sequence, each of which includes a main body, two chassis frames, two running mechanisms and a command control receiver; the main body is hollow inside; the main body is fixedly connected to two chassis frames spaced apart at its bottom; the running mechanism is installed inside the chassis frame and embedded on the two circular tracks; the command control receiver is installed on the top outer wall of the chassis frame, the control console is electrically connected to the command control receiver, and the command control receiver is electrically connected to the running mechanism; The support frame includes a support column, two cross beams, two discs and two sleeves; the two cross beams are fixed on the same side of the support column and are distributed up and down; the two discs are respectively fixed on the extended ends of the two cross beams; the two sleeves are respectively connected to the two discs through triangular plates; the sleeves are sleeved on the annular support pipe group.

2. A high-speed railway tunnel aerodynamic test device according to claim 1, characterized in that: The walking mechanism comprises: A drive assembly, the drive assembly comprising a drive motor and a drive shaft, the drive motor being mounted on the top inner wall of the chassis frame; the output shaft of the drive motor being transmission-connected to the drive shaft via a gear set; the drive motor being electrically connected to the command control receiver; Two driving wheels, which are respectively mounted at two ends of the driving shaft and are respectively in contact with the tops of the two annular tracks; Two side guide wheels, the two side guide wheels are symmetrically arranged on the inner walls on both sides of the chassis frame, and are in contact with the side surfaces of the two annular tracks respectively; Two blocking wheels, the two blocking wheels are symmetrically arranged on the inner wall of the bottom of the chassis frame and are respectively in contact with the bottoms of the two annular tracks; Two disc brakes are symmetrically fixed on the inner wall of the top of the chassis frame and sleeved on the driving shaft; the disc brakes are electrically connected to the command control receiver.

3. The high-speed railway tunnel aerodynamic test device according to claim 2, characterized in that: The data collection unit comprises: A tunnel model, wherein the tunnel model is mounted on the periphery of the two circular tracks and the train model; the inlet and outlet of the tunnel model are both tunnel buffer structures; A plurality of pressure sensors, each of which is arranged at equal intervals on the inner wall of the tunnel model and distributed along the length direction of the tunnel model; each of the plurality of pressure sensors is electrically connected to the console; An anemometer, the anemometer is installed on the inner wall of the tunnel model; the anemometer is electrically connected to the console; Two cameras are respectively installed at the entrance and exit of the tunnel model; and both cameras are electrically connected to the console.

4. The high-speed railway tunnel aerodynamic test device according to claim 3, characterized in that: The tunnel model includes a plurality of tunnel pipe units which are spliced ​​in sequence.

5. The high-speed railway tunnel aerodynamic test device according to claim 1, characterized in that: The annular support tube group includes a plurality of linear support tubes and two semi-circular support tubes; the plurality of linear support tubes and the linear support tubes and the semi-circular support tubes are all connected by threads.

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