Maglev train whole vehicle vibration testing method, system, equipment and storage medium

Abstract

The present application discloses a whole-vehicle vibration test method for a maglev train, which is applied to the field of rail transit technology, comprising: dividing the outer shape of a maglev train model to obtain a plurality of divided outer shape components; determining the operating conditions of the maglev train, and obtaining the aerodynamic characteristics of each outer shape component based on the operating conditions; for the aerodynamic characteristics of any one outer shape component, converting the surface distributed force of the outer shape component into a concentrated force by treating the outer shape component as a beam unit; converting the concentrated force of each outer shape component into a concentrated force at each actuator position; and controlling the motion of each actuator based on the determined concentrated force at each actuator position to perform a whole-vehicle vibration test of the maglev train. Application of the solution of the present application can effectively improve the accuracy of the whole-vehicle vibration test of the maglev train. The present application also provides a whole-vehicle vibration test system, equipment, and storage medium for a maglev train, which have corresponding technical effects.

Description

Technical Field

[0001] The present invention relates to the field of rail transportation technology, and in particular to a whole-vehicle vibration testing method, system, equipment and storage medium for a maglev train. Background Art

[0002] At present, when conducting whole-vehicle vibration tests on maglev trains, it is impossible to conduct train dynamic characteristics tests by actually running the train on the line at a speed of 600km / h because the train is in a static suspended state. Currently, wind tunnel tests or numerical simulation calculations are usually used to obtain the surface distribution force of the maglev train, and then estimate the whole-vehicle vibration conditions of the maglev train. This will result in low accuracy of the whole-vehicle vibration test results of the maglev train.

[0003] In summary, how to effectively improve the accuracy of the whole vehicle vibration test of a maglev train is a technical problem that those skilled in the art urgently need to solve. Summary of the Invention

[0004] The purpose of the present invention is to provide a whole-vehicle vibration test method, system, equipment and storage medium for a maglev train, so as to effectively improve the accuracy of the whole-vehicle vibration test of the maglev train.

[0005] In order to solve the above technical problems, the present invention provides the following technical solutions:

[0006] A whole-vehicle vibration testing method for a maglev train comprises:

[0007] Slicing the outer shape of the maglev train model to obtain a plurality of sliced ​​outer shape components;

[0008] determining an operating condition of the maglev train, and obtaining aerodynamic characteristics of each of the shape components based on the operating condition;

[0009] For the aerodynamic characteristics of any one shape component, the surface distributed force of the shape component is converted into a concentrated force by treating the shape component as a beam element;

[0010] Based on the concentrated force of each shape component, it is converted into the concentrated force of each actuator position;

[0011] Based on the determined concentrated forces at the positions of the respective actuators, motion control of the respective actuators is performed to conduct a vibration test of the entire maglev train.

[0012] Preferably, the determined operating conditions of the maglev train include: a maglev train tunnel-passing condition, a maglev train open-line crossing condition, and a maglev train crosswind operating condition.

[0013] Preferably, when the determined operating condition of the maglev train is a condition of the maglev train passing through a tunnel, obtaining the aerodynamic characteristics of each of the outer shape components based on the operating condition includes:

[0014] The computational domain of the maglev train passing through the tunnel is divided into: ground area, vehicle sliding area, train circumferential sliding area, near point area outside the tunnel, far point area outside the tunnel, and tunnel wall area;

[0015] Generating the ground area, the near point area outside the tunnel, the far point area outside the tunnel, and the tunnel wall area by means of a structured grid, and generating the train sliding area and the train circumferential sliding area by means of an unstructured grid;

[0016] In the process of simulating a maglev train passing through a tunnel, data information exchange is carried out within each area, information exchange is carried out between the unstructured grid area and the structured grid area, and information exchange is carried out between the unstructured grid area and the unstructured grid area. The aerodynamic characteristics of each of the described external components are obtained through CFD simulation.

[0017] Preferably, when the determined operating condition of the maglev train is an open-line crossing condition of the maglev train, obtaining the aerodynamic characteristics of each of the outer components based on the operating condition includes:

[0018] The computational domain of the maglev train open-line intersection is divided into: ground area, train sliding area, train circumferential sliding area, and peripheral area;

[0019] generating the ground area and the peripheral area by means of a structured grid, and generating the vehicle sliding area and the train circumferential sliding area by means of an unstructured grid;

[0020] In the process of simulating the open-line intersection of maglev trains, data information exchange is carried out within each area, information exchange between unstructured grid areas and structured grid areas, and information exchange between unstructured grid areas. The aerodynamic characteristics of each of the described shape components are obtained through CFD simulation.

[0021] Preferably, when the determined operating condition of the maglev train is a crosswind operating condition of the maglev train, obtaining the aerodynamic characteristics of each of the shape components based on the operating condition includes:

[0022] The ground, bridge, and track surfaces are set as slip boundary conditions, the surface of the maglev train is set as a no-slip wall boundary condition, and the inlet section, outlet section, and surrounding outer boundaries are set as pressure far-field boundary conditions to determine the calculation domain for the maglev train's crosswind operation.

[0023] In the process of simulating the crosswind operation of the maglev train, based on the determined crosswind operation calculation domain of the maglev train, the aerodynamic characteristics of each of the shape components are obtained through CFD simulation.

[0024] Preferably, the concentrated force based on each outer shape component is converted into the concentrated force of each actuator position, including:

[0025] Based on the concentrated force of each outer component, the concentrated force is converted into the concentrated force of each actuator position, with the principle that the difference between the concentrated forces of any two different actuator positions does not exceed a first threshold.

[0026] Preferably, the first threshold is set to the maximum value of the concentrated force at each actuator position.

[0027] A whole-vehicle vibration testing system for a maglev train, comprising:

[0028] A segmentation module, used for segmenting the outer shape of the maglev train model to obtain a plurality of segmented outer shape components;

[0029] a shape component aerodynamic characteristics determination module, configured to determine the operating conditions of the maglev train and obtain the aerodynamic characteristics of each shape component based on the operating conditions;

[0030] a shape component concentrated force determination module, for converting the surface distributed force of any shape component into a concentrated force by treating the shape component as a beam element based on the aerodynamic characteristics of the shape component;

[0031] An actuator concentrated force determination module, configured to convert the concentrated force of each shape component into a concentrated force at each actuator position;

[0032] The whole vehicle vibration test execution module is used to control the motion of each actuator based on the determined concentrated force at the position of each actuator, so as to perform the whole vehicle vibration test of the maglev train.

[0033] A whole-vehicle vibration testing device for a maglev train, comprising:

[0034] memory for storing computer programs;

[0035] The processor is used to execute the computer program to implement the steps of the whole vehicle vibration testing method of the maglev train as described above.

[0036] A computer-readable storage medium stores a computer program, which, when executed by a processor, implements the steps of the above-mentioned whole-vehicle vibration testing method for a maglev train.

[0037] By applying the technical solutions provided in the embodiments of the present invention, the aerodynamic characteristics of each component of the maglev train model can be obtained after segmenting the shape of the model. Furthermore, by treating the components as beam elements, the surface distributed forces of the components can be converted into concentrated forces. Finally, based on the concentrated forces of each component, the concentrated forces can be converted into concentrated forces at each actuator position. In other words, the present invention achieves a realistic simulation of the aerodynamic characteristics of the maglev train using a limited number of actuators. Therefore, based on the determined concentrated forces at each actuator position, the motion of each actuator can be controlled, thereby completing the vibration test of the entire maglev train and obtaining accurate test results. Furthermore, when obtaining the aerodynamic characteristics of each component, the present invention determines the operating conditions of the maglev train and obtains the aerodynamic characteristics of each component based on the operating conditions. This effectively improves the accuracy of the obtained aerodynamic characteristics of each component. Specifically, by applying loads to the maglev train using a limited number of actuators, the present invention can simulate the actual posture changes of the maglev train under different operating conditions, thereby further improving the accuracy of the vibration test of the entire maglev train. In summary, the solution of the present application can effectively improve the accuracy of the whole vehicle vibration test of the maglev train. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0039] Figure 1 This is a flow chart of an implementation method for vibration testing of a maglev train according to the present invention;

[0040] Figure 2 A schematic diagram of cutting the outer shape of a maglev train model in a specific embodiment of the present invention;

[0041] Figure 3a A schematic diagram of the stress conditions of the external components in a specific embodiment of the present invention;

[0042] Figure 3b A schematic diagram of converting a surface distributed force in a certain direction of an external component into a concentrated force in a specific embodiment of the present invention;

[0043] Figure 4a This is a schematic diagram of the calculation domain partitioning when a maglev train passes through a tunnel in a specific embodiment of the present invention;

[0044] Figure 4bThis is a schematic diagram of information exchange between unstructured grid areas and structured grid areas when a maglev train passes through a tunnel in a specific embodiment of the present invention;

[0045] Figure 5 This is a schematic diagram of the calculation domain partitioning for a maglev train open-line crossing condition in a specific embodiment of the present invention. DETAILED DESCRIPTION

[0046] The core of the present invention is to provide a whole-vehicle vibration test method for a maglev train, which can effectively improve the accuracy of the whole-vehicle vibration test of the maglev train.

[0047] In order to enable those skilled in the art to better understand the present invention, the present invention is further described in detail below with reference to the accompanying drawings and specific embodiments. Obviously, the embodiments described are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present invention.

[0048] Please refer to Figure 1 , Figure 1 The present invention is a flowchart of a whole vehicle vibration test method for a maglev train. The whole vehicle vibration test method for a maglev train may include the following steps:

[0049] Step S101: Segment the outer shape of the maglev train model to obtain a plurality of segmented outer shape components.

[0050] For details, please refer to Figure 2 , the area can be divided along the train axis, that is Figure 2 The model is divided into multiple strips, and each strip can be further divided into multiple faces. In other words, after the shape of the maglev train model is divided, multiple faces can be obtained, and each face is used as a component of the divided shape.

[0051] It is understood that the greater the number of segmented shape components, the more accurate the aerodynamic characteristics of each shape component, which in turn increases the precision of the concentrated force at each actuator position, and further improves the accuracy of the maglev train vibration test. Of course, in practical applications, due to limited computing resources, the number of segmented shape components, for example, for a three-car maglev train model, is typically kept below 300 million, with the number of segmented shape components for the lead car below 5,000. Of course, in other specific applications, the number of segmented shape components can be set and adjusted based on actual needs.

[0052] Step S102: determining the operating conditions of the maglev train, and obtaining the aerodynamic characteristics of each shape component based on the operating conditions.

[0053] Considering that the vibration amplitude of a maglev train is large when passing through a tunnel, crossing an open-line line, and operating in a crosswind, the present application can conduct a whole-vehicle vibration test on the maglev train for these three different operating conditions. That is, in a specific embodiment of the present invention, the operating conditions determined for the maglev train include: the maglev train passing through a tunnel, the maglev train crossing an open-line line, and the maglev train operating in a crosswind. Crossing an open-line line means that the maglev train intersects with other trains on an adjacent line, and crosswind operation means that there is a strong wind perpendicular to the direction of travel of the maglev train.

[0054] In the solution of the present application, the operating conditions of the maglev train will be determined, and then the aerodynamic characteristics of each external component will be obtained based on the operating conditions, so that the obtained aerodynamic characteristics can more accurately reflect the surface distribution force of the maglev train under the corresponding operating conditions in real situations.

[0055] When obtaining the aerodynamic characteristics of each shape component, the specific simulation method can be selected according to actual needs. For example, CFD (Computational Fluid Dynamics) software can usually be used to calculate the aerodynamic characteristics of each shape component under different working conditions. Aerodynamic characteristics can include drag, lift, lateral force, overturning moment, pitching moment and yaw moment. Figure 3a , which is a schematic diagram of the stress conditions of the external components in a specific implementation manner.

[0056] Step S103: For the aerodynamic characteristics of any one shape component, the surface distributed force of the shape component is converted into a concentrated force by considering the shape component as a beam element.

[0057] For any external component, it can be regarded as a beam element, and the basic method of converting the distributed force of the beam element into concentrated force can be used to convert the distributed force of the component into concentrated force at any point of the beam element. Figure 3b , which is a schematic diagram of converting the surface distributed force of the outer component into concentrated force in a specific situation. It should be emphasized that the surface distributed force of the outer component may exist in multiple directions, such as horizontal and vertical directions. Figure 3b It is a schematic diagram of the conversion of the surface distributed force of the external component in a certain direction into a concentrated force. That is to say, for any external component, after the surface distributed force of the external component is converted into a concentrated force, the obtained concentrated force is a vector with a direction, which can be formed by the superposition of concentrated forces in multiple directions.

[0058] It should be noted that since the external components are regarded as beam units, the maglev train is equivalent to being composed of different beam units. That is, after being divided, the surface area is composed of different beam units connected by nodes. Therefore, the surface distributed force of the external components is converted into concentrated force, which is the process of equivalently converting the surface distributed force into nodal force.

[0059] The nodal force of a beam element refers to the internal force at a node. It is the sum of the forces acting on the beam element at the node from other beam elements (connected to the node) and the external forces. For the beam element, it is also equal to the external load acting on the beam element at the node. The stress of a beam element is a mechanical concept, representing the force per unit area. The nodal force of a beam element can be obtained by integrating the stress of the beam element. For a beam element in uniform tension, the beam element force = stress * cross-sectional area of ​​the beam element. For example, if two beam elements share a node and a 20N vertical force acts on the node, this force is the external load at the node. For example, beam element 1 is subjected to a 12N vertical force, and beam element 2 is subjected to an 8N vertical force. Of course, if there is a direction, these two forces must be vectorially added to equal the external load. If the area of ​​beam element 1 is 10 square millimeters and that of beam element 2 is 4 square millimeters, then the stress of beam element 1 = 12 / 10 = 1.2 MPa, and the stress of beam element 2 = 8 / 4 = 2 MPa.

[0060] Step S104: Based on the concentrated force of each external component, convert it into the concentrated force of each actuator position.

[0061] After determining the concentrated forces at each external component, the concentrated forces at each external component can be converted into concentrated forces at each actuator location based on the positions of each actuator, using the same principles as step S103. This determines the load required to be applied to each actuator. It should be noted that the concentrated forces at each actuator location are vector quantities and can typically be decomposed into forces in the x- and y-directions, or in some cases, into forces in the x-, y-, and z-directions. Here, the x-direction represents the longitudinal direction, i.e., the train's travel direction; the y-direction represents the transverse direction, i.e., a direction perpendicular to the train's travel direction and parallel to the ground; and the z-direction represents the vertical direction, i.e., perpendicular to the x- and y-directions. The concentrated forces at any one actuator location can typically be implemented by multiple actuator units, for example, by an actuator unit applying an x-direction force and an actuator unit applying a y-direction force.

[0062] Step S105: Based on the determined concentrated forces at the positions of the actuators, motion control of the actuators is performed to perform a vibration test of the entire maglev train.

[0063] By determining the concentrated forces at each actuator position, the dynamic characteristics caused by aerodynamic forces can be simulated through the concentrated forces at each actuator position. Therefore, this application can control the motion of each actuator and thus complete the vibration test of the entire maglev train. Of course, the specific items of the entire vehicle vibration test can be set and adjusted as needed.

[0064] In a specific embodiment of the present invention, when the determined operating condition of the maglev train is a condition of the maglev train passing through a tunnel, the step S102 of obtaining the aerodynamic characteristics of each shape component based on the operating condition may specifically include:

[0065] The computational domain of the maglev train passing through the tunnel is divided into: ground area, vehicle sliding area, train circumferential sliding area, near point area outside the tunnel, far point area outside the tunnel, and tunnel wall area;

[0066] The ground area, the near-point area outside the tunnel, the far-point area outside the tunnel, and the tunnel wall area are generated by means of structured meshes, and the train sliding area and the train circumferential sliding area are generated by means of unstructured meshes.

[0067] In the process of simulating a maglev train passing through a tunnel, data and information are exchanged within each region, between unstructured and structured grid regions, and between unstructured grid regions. The aerodynamic characteristics of each shape component are obtained through CFD simulation.

[0068] Specifically, this implementation takes into account that when a maglev train enters a tunnel at a certain speed, the train's compression of the air and the tunnel walls' restriction of airflow create a series of compression and expansion waves within the tunnel. The propagation, reflection, and mutual interference of these waves cause the air pressure within the tunnel and the pressure on the train body to fluctuate over time, exhibiting strong non-stationary behavior. Furthermore, as with open-line train crossings, changes in the flow field caused by density variations cannot be ignored, and the compressibility of air must be considered. Therefore, when simulating a maglev train passing through a tunnel, the flow field must be partitioned, similar to the open-line train crossing. Furthermore, data exchange between different computational regions, as well as within the same region, is necessary. Data exchange between two computational regions can be accomplished via exchange surfaces.

[0069] Therefore, see Figure 4a , which is a schematic diagram of the computational domain partition when the maglev train passes through a tunnel. Figure 4a① is the ground area, which usually requires simulation of the boundary layer. Since this area is long and narrow with a very large aspect ratio, a structured grid is used to generate the mesh for the ground area in this embodiment. ② is the vehicle sliding area, which is defined as a moving area that slides with the maglev train. In addition, the mesh can be slightly denser in areas closer to the maglev train, while the mesh can be sparser in areas farther away from the maglev train. ③ is the train circumferential sliding area, which represents a smaller area around the maglev train that slides with the maglev train. Since the maglev train has a very complex shape, an unstructured grid can be used for the mesh in this area. In addition, the flow field near the maglev train wall is complex, requiring a very dense grid. Therefore, this area should not be too large to reduce the size of the grid. ④ is the near-point area outside the tunnel, and ⑥ is the far-point area outside the tunnel. These two areas represent most of the area outside the tunnel, including the far-field boundary, and can be divided using a structured grid. ⑤ is the tunnel wall area, which usually requires the simulation of the boundary layer. Since this area is long and narrow with a large length and width ratio, a structured grid can be used to generate the grid in this area.

[0070] When simulating a maglev train passing through a tunnel, as the train moves forward, regions ② and ③ move at the same speed as the train, while regions ①, ④, ⑤, and ⑥ remain stationary. The boundary between the stationary and moving regions can be defined as an exchange surface, through which information is exchanged between the stationary and moving regions. Therefore, the tunnel simulation involves information exchange between unstructured mesh regions, as well as between unstructured and structured mesh regions.

[0071] See Figure 4b , which is a schematic diagram of information exchange between unstructured grid areas and structured grid areas in a specific implementation of a maglev train passing through a tunnel. Figure 4b In the example, the boundary surface of region ② is composed of ABC, while the boundary surface of region ⑤ is composed of DEF. During the calculation, the two boundary surfaces slide relative to each other to form an exchange surface: surface ABC and surface DEF intersect each other to form the common surface a-d-b-e-c. The boundary information of cell 4 in region ⑤ is interpolated from cells 1, 2, and 3 in region ② via surface d-b-e. Simultaneously, the boundary information of cells 1, 2, and 3 in region ② is interpolated from cells 4, 5, and other boundary cells in region ⑤ via surface a-d-b-e-c.

[0072] In addition, as described above, when obtaining the aerodynamic characteristics of each external component, the aerodynamic characteristics of each external component are usually obtained through CFD software, that is, through CFD simulation.

[0073] In this implementation, the calculation domain is divided according to the characteristics of the maglev train passing through the tunnel, and the structured grid area and unstructured grid area are set accordingly. This allows the calculated aerodynamic characteristics of each external component to very accurately conform to the characteristics of the maglev train passing through the tunnel, which is conducive to improving the accuracy of subsequent vehicle vibration testing.

[0074] In a specific embodiment of the present invention, when the determined operating condition of the maglev train is the open-line crossing condition of the maglev train, the aerodynamic characteristics of each shape component based on the operating condition described in step S102 include:

[0075] The computational domain of the maglev train open-line intersection is divided into: ground area, train sliding area, train circumferential sliding area, and peripheral area;

[0076] The ground area and the peripheral area are generated by means of structured meshes, and the train sliding area and the train circumferential sliding area are generated by means of unstructured meshes.

[0077] In the process of simulating the open-line crossing of maglev trains, data information exchange is carried out within each area, information exchange between unstructured grid areas and structured grid areas, and information exchange between unstructured grid areas. The aerodynamic characteristics of each shape component are obtained through CFD simulation.

[0078] When maglev trains cross open lines, the flow field contains objects in relative motion, the trains have complex shapes, and the process is unsteady. Therefore, in this embodiment of the present application, the flow field at the maglev train crossing is partitioned, and data exchange between different computational regions and within the same region is required. Data exchange between two computational regions can be performed via an exchange interface.

[0079] See Figure 5 , which is a schematic diagram of the calculation domain partition when the maglev train crosses the open line. Figure 5① represents the ground area, which typically requires boundary layer simulation. Because this area is long and narrow with a very large aspect ratio, a structured mesh is used to generate the ground area mesh in this implementation. ② represents the train sliding area, which is defined as a moving area that slides with the maglev train. Furthermore, the mesh can be slightly denser in areas closer to the maglev train, while the mesh can be sparser in areas farther from the train. ③ represents the train circumferential sliding area, which represents a smaller area around the maglev train that slides with the train. Due to the complex shape of the maglev train, an unstructured mesh can be used for this area. Furthermore, the flow field near the maglev train wall is complex, requiring a very dense mesh. Therefore, this area should not be too large to reduce the mesh size. ④ represents the peripheral area, which represents the majority of the area including the far-field boundary and can be divided using a structured mesh. The principle of information exchange between different areas is the same as that for the maglev train tunnel operation described above and will not be repeated here.

[0080] In a specific embodiment of the present invention, when the determined operating condition of the maglev train is a crosswind operating condition of the maglev train, the step S102 of obtaining the aerodynamic characteristics of each shape component based on the operating condition includes:

[0081] The ground, bridge, and track surfaces are set as slip boundary conditions, the surface of the maglev train is set as a no-slip wall boundary condition, and the inlet section, outlet section, and surrounding outer boundaries are set as pressure far-field boundary conditions to determine the calculation domain for the maglev train's crosswind operation.

[0082] In the process of simulating the crosswind operation of the maglev train, based on the determined crosswind operation calculation domain of the maglev train, the aerodynamic characteristics of each shape component are obtained through CFD simulation.

[0083] When the maglev train is operating in crosswind conditions, the principle for selecting the calculation area size is as follows: the downstream boundary of the calculation area is as far away from the train as possible, which can allow the wake to fully develop and avoid the outlet cross section being affected by the wake, making it easier to give the outlet boundary conditions. The width and height should avoid the boundary's influence on the maglev train model.

[0084] In this embodiment, the calculation domain is determined based on the characteristics of the maglev train's crosswind operation, so that the calculated aerodynamic characteristics of each external component can very accurately meet the characteristics of the maglev train's crosswind operation conditions, which is conducive to improving the accuracy of subsequent vehicle vibration testing.

[0085] In a specific embodiment of the present invention, step S104 may specifically include:

[0086] Based on the concentrated force of each outer component, the concentrated force is converted into the concentrated force of each actuator position, with the principle that the difference between the concentrated forces of any two different actuator positions does not exceed a first threshold.

[0087] In practical applications, the concentrated forces acting on all external components at that height can be calculated based on the positions of each actuator. Specifically, along the length of the train, the equivalent beam element can be used as the node height based on the actuator's height, thereby calculating the concentrated forces at the same height for each external component along the train length. This is then converted to concentrated forces at each actuator position. After this conversion, the vector sum of the actuator forces must be equal to the vector sum of the concentrated forces of the external components. Furthermore, the vector sum of their moments relative to the center of the train length must be equal to the vector sum of the moments of the concentrated forces.

[0088] Furthermore, in this embodiment, it is also required that the difference in concentrated force between any two different actuator positions does not exceed a first threshold value, which can avoid the situation where some actuators are overloaded, thereby effectively ensuring the service life of each actuator.

[0089] The number of actuators provided in this application can be adjusted as needed. The more actuators there are, the higher the accuracy will be. Ideally, one actuator is placed at each point of application of concentrated force. Of course, in actual applications, in order to save the cost of developing and building the test platform, the number of actuators required can be minimized while ensuring the principle of equivalence.

[0090] The specific value of the first threshold can be set as needed. For example, in one embodiment, considering that the difference in actuation force between different actuators should not exceed 100% to ensure load balance, the first threshold can be set to the maximum value of the concentrated force at each actuator position. Of course, in other situations, the first threshold can be set in other ways.

[0091] By applying the technical solutions provided in the embodiments of the present invention, the aerodynamic characteristics of each component of the maglev train model can be obtained after segmenting the shape of the model. Furthermore, by treating the components as beam elements, the surface distributed forces of the components can be converted into concentrated forces. Finally, based on the concentrated forces of each component, the concentrated forces can be converted into concentrated forces at each actuator position. In other words, the present invention achieves a realistic simulation of the aerodynamic characteristics of the maglev train using a limited number of actuators. Therefore, based on the determined concentrated forces at each actuator position, the motion of each actuator can be controlled, thereby completing the vibration test of the entire maglev train and obtaining accurate test results. Furthermore, when obtaining the aerodynamic characteristics of each component, the present invention determines the operating conditions of the maglev train and obtains the aerodynamic characteristics of each component based on the operating conditions. This effectively improves the accuracy of the obtained aerodynamic characteristics of each component. Specifically, by applying loads to the maglev train using a limited number of actuators, the present invention can simulate the actual posture changes of the maglev train under different operating conditions, thereby further improving the accuracy of the vibration test of the entire maglev train. In summary, the solution of the present application can effectively improve the accuracy of the whole vehicle vibration test of the maglev train.

[0092] Corresponding to the above method embodiment, an embodiment of the present invention further provides a whole-vehicle vibration testing system for a maglev train, which can be referred to in correspondence with the above.

[0093] The whole vehicle vibration test system of the maglev train can include:

[0094] A segmentation module, used for segmenting the outer shape of the maglev train model to obtain a plurality of segmented outer shape components;

[0095] The aerodynamic characteristics determination module of the outer shape component is used to determine the operating conditions of the maglev train and obtain the aerodynamic characteristics of each outer shape component based on the operating conditions;

[0096] The module for determining the concentrated force of the shape component is used to convert the surface distributed force of the shape component into a concentrated force by treating the shape component as a beam element based on the aerodynamic characteristics of any shape component.

[0097] An actuator concentrated force determination module, configured to convert the concentrated force of each shape component into a concentrated force at each actuator position;

[0098] The whole vehicle vibration test execution module is used to control the motion of each actuator based on the determined concentrated force at the position of each actuator, so as to perform the whole vehicle vibration test of the maglev train.

[0099] In a specific embodiment of the present invention, the determined operating conditions of the maglev train include: a maglev train tunnel-passing operating condition, a maglev train open-line crossing operating condition, and a maglev train crosswind operating condition.

[0100] In a specific embodiment of the present invention, when the determined operating condition of the maglev train is a condition of the maglev train passing through a tunnel, the shape component aerodynamic characteristics determination module obtains the aerodynamic characteristics of each shape component based on the operating condition, specifically for:

[0101] The computational domain of the maglev train passing through the tunnel is divided into: ground area, vehicle sliding area, train circumferential sliding area, near point area outside the tunnel, far point area outside the tunnel, and tunnel wall area;

[0102] The ground area, the near-point area outside the tunnel, the far-point area outside the tunnel, and the tunnel wall area are generated by means of structured meshes, and the train sliding area and the train circumferential sliding area are generated by means of unstructured meshes.

[0103] In the process of simulating a maglev train passing through a tunnel, data and information are exchanged within each region, between unstructured and structured grid regions, and between unstructured grid regions. The aerodynamic characteristics of each shape component are obtained through CFD simulation.

[0104] In a specific embodiment of the present invention, when the determined operating condition of the maglev train is the open-line crossing condition of the maglev train, the shape component aerodynamic characteristics determination module obtains the aerodynamic characteristics of each shape component based on the operating condition, specifically for:

[0105] The computational domain of the maglev train open-line intersection is divided into: ground area, train sliding area, train circumferential sliding area, and peripheral area;

[0106] The ground area and the peripheral area are generated by means of structured meshes, and the train sliding area and the train circumferential sliding area are generated by means of unstructured meshes.

[0107] In the process of simulating the open-line crossing of maglev trains, data information exchange is carried out within each area, information exchange between unstructured grid areas and structured grid areas, and information exchange between unstructured grid areas. The aerodynamic characteristics of each shape component are obtained through CFD simulation.

[0108] In a specific embodiment of the present invention, when the determined operating condition of the maglev train is a crosswind operating condition of the maglev train, the shape component aerodynamic characteristics determination module obtains the aerodynamic characteristics of each shape component based on the operating condition, specifically for:

[0109] The ground, bridge, and track surfaces are set as slip boundary conditions, the surface of the maglev train is set as a no-slip wall boundary condition, and the inlet section, outlet section, and surrounding outer boundaries are set as pressure far-field boundary conditions to determine the calculation domain for the maglev train's crosswind operation.

[0110] In the process of simulating the crosswind operation of the maglev train, based on the determined crosswind operation calculation domain of the maglev train, the aerodynamic characteristics of each shape component are obtained through CFD simulation.

[0111] In a specific embodiment of the present invention, the actuator concentrated force determination module is specifically configured to:

[0112] Based on the concentrated force of each outer component, the concentrated force is converted into the concentrated force of each actuator position, with the principle that the difference between the concentrated forces of any two different actuator positions does not exceed a first threshold.

[0113] In a specific embodiment of the present invention, the first threshold is set to the maximum value of the concentrated force at each actuator position.

[0114] Corresponding to the above method and system embodiments, an embodiment of the present invention further provides a whole-vehicle vibration testing device for a maglev train and a computer-readable storage medium. The whole-vehicle vibration testing device for a maglev train may include:

[0115] memory for storing computer programs;

[0116] The processor is configured to execute a computer program to implement the steps of the whole-vehicle vibration testing method for a maglev train in any of the above embodiments.

[0117] The computer-readable storage medium stores a computer program that, when executed by a processor, implements the steps of the whole-vehicle vibration testing method for a maglev train as described in any of the above-described embodiments. The computer-readable storage medium herein includes random access memory (RAM), internal memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disks, removable disks, CD-ROMs, or any other form of storage medium known in the art.

[0118] It should also be noted that, in this document, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or device. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of additional identical elements in the process, method, article, or device comprising the element.

[0119] Professionals may further appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of the two. In order to clearly illustrate the interchangeability of hardware and software, the above description has generally described the components and steps of each example according to their functions. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professionals and technicians may use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of the present invention.

[0120] This document uses specific examples to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only intended to help understand the technical solutions and core concepts of the present invention. It should be noted that those skilled in the art can make various improvements and modifications to the present invention without departing from the principles of the present invention, and such improvements and modifications also fall within the scope of protection of the present invention.

Claims

1. A whole vehicle vibration test method for a maglev train, characterized in that: include: Slicing the outer shape of the maglev train model to obtain a plurality of sliced ​​outer shape components; determining an operating condition of the maglev train, and obtaining aerodynamic characteristics of each of the shape components based on the operating condition; For the aerodynamic characteristics of any one shape component, the surface distributed force of the shape component is converted into a concentrated force by treating the shape component as a beam element; Based on the concentrated force of each shape component, it is converted into the concentrated force of each actuator position; Based on the determined concentrated forces at the positions of the actuators, the motion of the actuators is controlled to perform a vibration test of the entire maglev train. The concentrated force based on each outer shape component is converted into the concentrated force at each actuator position, including: Based on the concentrated force of each outer component, the concentrated force is converted into the concentrated force of each actuator position, with the principle that the difference between the concentrated forces of any two different actuator positions does not exceed a first threshold.

2. The whole vehicle vibration testing method of a maglev train according to claim 1, characterized in that: The determined operating conditions of the maglev train include: the maglev train passing through a tunnel, the maglev train crossing on an open line, and the maglev train operating condition in crosswind.

3. The whole vehicle vibration testing method of a maglev train according to claim 2, characterized in that: When the determined operating condition of the maglev train is a condition of the maglev train passing through a tunnel, obtaining the aerodynamic characteristics of each of the shape components based on the operating condition includes: The computational domain of the maglev train passing through the tunnel is divided into: ground area, vehicle sliding area, train circumferential sliding area, near point area outside the tunnel, far point area outside the tunnel, and tunnel wall area; Generating the ground area, the near point area outside the tunnel, the far point area outside the tunnel, and the tunnel wall area by means of a structured grid, and generating the train sliding area and the train circumferential sliding area by means of an unstructured grid; In the process of simulating a maglev train passing through a tunnel, data information exchange is carried out within each area, information exchange is carried out between the unstructured grid area and the structured grid area, and information exchange is carried out between the unstructured grid area and the unstructured grid area. The aerodynamic characteristics of each of the described external components are obtained through CFD simulation.

4. The whole vehicle vibration testing method of a maglev train according to claim 2, characterized in that: When the determined operating condition of the maglev train is an open-line crossing condition of the maglev train, obtaining the aerodynamic characteristics of each of the outer components based on the operating condition includes: The computational domain of the maglev train open-line intersection is divided into: ground area, train sliding area, train circumferential sliding area, and peripheral area; generating the ground area and the peripheral area by means of a structured grid, and generating the vehicle sliding area and the train circumferential sliding area by means of an unstructured grid; In the process of simulating the open-line intersection of maglev trains, data information exchange is carried out within each area, information exchange between unstructured grid areas and structured grid areas, and information exchange between unstructured grid areas. The aerodynamic characteristics of each of the described shape components are obtained through CFD simulation.

5. The whole vehicle vibration testing method of a maglev train according to claim 2, characterized in that: When the determined operating condition of the maglev train is a crosswind operating condition of the maglev train, obtaining the aerodynamic characteristics of each of the shape components based on the operating condition includes: The ground, bridge, and track surfaces are set as slip boundary conditions, the surface of the maglev train is set as a no-slip wall boundary condition, and the inlet section, outlet section, and surrounding outer boundaries are set as pressure far-field boundary conditions to determine the calculation domain for the maglev train's crosswind operation. In the process of simulating the crosswind operation of the maglev train, based on the determined crosswind operation calculation domain of the maglev train, the aerodynamic characteristics of each of the shape components are obtained through CFD simulation.

6. The whole vehicle vibration testing method of a maglev train according to claim 1, characterized in that: The first threshold is set to the maximum value of the concentrated force at each actuator position.

7. A whole vehicle vibration test system for a maglev train, characterized in that: include: A segmentation module, used for segmenting the outer shape of the maglev train model to obtain a plurality of segmented outer shape components; a shape component aerodynamic characteristics determination module, configured to determine the operating conditions of the maglev train and obtain the aerodynamic characteristics of each shape component based on the operating conditions; a shape component concentrated force determination module, for converting the surface distributed force of any shape component into a concentrated force by treating the shape component as a beam element based on the aerodynamic characteristics of the shape component; An actuator concentrated force determination module, configured to convert the concentrated force of each shape component into a concentrated force at each actuator position; A whole vehicle vibration test execution module is used to control the motion of each actuator based on the determined concentrated force at each actuator position to perform a whole vehicle vibration test of the maglev train; Wherein, the actuator concentrated force determination module is specifically used to: Based on the concentrated force of each outer component, the concentrated force is converted into the concentrated force of each actuator position, with the principle that the difference between the concentrated forces of any two different actuator positions does not exceed a first threshold.

8. A whole vehicle vibration test equipment for a maglev train, characterized in that: include: memory for storing computer programs; A processor is used to execute the computer program to implement the steps of the whole vehicle vibration testing method of a maglev train as described in any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the whole-vehicle vibration testing method for a maglev train are implemented as described in any one of claims 1 to 6.

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