Train vibration simulation method and device, vibration test bench and readable storage medium

Abstract

The application discloses a train vibration simulation method and device, a vibration test bench and a computer readable storage medium, and belongs to the field of railway vehicles, and is used for train vibration simulation. Considering that the running posture of a railway vehicle will change under the action of aerodynamic force, and the change of the running posture will further cause the change of the aerodynamic force, the two are coupled, therefore, the current posture of the railway vehicle is used to load the aerodynamic force on the railway vehicle, the new aerodynamic force is determined again according to the change of the posture of the railway vehicle and is loaded to the railway vehicle, the state change of the railway vehicle under the action of the aerodynamic force is closer to the actual running state, and therefore, the vibration of the railway vehicle under the real running condition can be verified more accurately, and the safety hidden danger can be eliminated.

Description

Technical Field

[0001] This invention relates to the field of rail vehicles, and in particular to a method for simulating train vibration. The invention also relates to a train vibration simulation device, a vibration test bench, and a computer-readable storage medium. Background Technology

[0002] To verify the reliability of rail vehicles before they are officially put into operation, various verifications are required. For example, vibration simulations of the running system can be used to analyze its vibration. However, during the operation of rail vehicles (especially high-speed maglev trains), the coupling relationship between vehicle vibration and aerodynamic forces is complex, making it difficult to accurately simulate train vibration. There is a lack of mature train vibration simulation methods in the current technology, which makes it impossible to accurately verify the vibration of rail vehicles under real operating conditions, thus posing safety hazards.

[0003] Therefore, how to provide a solution to the above-mentioned technical problems is a problem that needs to be solved by those skilled in the art. Summary of the Invention

[0004] The purpose of this invention is to provide a vehicle vibration simulation method. The simulation process closely approximates the state changes of a rail vehicle under aerodynamic forces during actual operation, thus enabling more accurate verification of the vibration of a rail vehicle under real operating conditions and helping to eliminate safety hazards. Another purpose of this invention is to provide a train vibration simulation device, a vibration test bench, and a computer-readable storage medium. The simulation process closely approximates the state changes of a rail vehicle under aerodynamic forces during actual operation, thus enabling more accurate verification of the vibration of a rail vehicle under real operating conditions and helping to eliminate safety hazards.

[0005] To solve the above-mentioned technical problems, the present invention provides a train vibration simulation method, comprising:

[0006] Based on the preset correspondence between vehicle posture and aerodynamic force on the vehicle, the aerodynamic force on the vehicle corresponding to the current posture of the rail vehicle on the whole vehicle running system vibration test bench is determined.

[0007] The aerodynamic force corresponding to the current attitude of the rail vehicle is applied to the rail vehicle by the actuator;

[0008] Determine if the test has ended;

[0009] If not, determine the current attitude of the rail vehicle and execute the step of determining the aerodynamic force of the rail vehicle corresponding to the current attitude of the rail vehicle based on the preset correspondence between the vehicle attitude and the aerodynamic force of the vehicle.

[0010] If so, the test ends.

[0011] Preferably, before determining the aerodynamic force on the rail vehicle corresponding to the current posture of the rail vehicle on the whole vehicle running system vibration test bench based on the preset correspondence between the vehicle posture and the aerodynamic force on the vehicle, the train vibration simulation method further includes:

[0012] A first numerical simulation model of the rail vehicle at a predetermined scale is pre-constructed;

[0013] The first set of settings parameters for the first numerical simulation model was determined by using a wind tunnel test model scaled down to the preset ratio.

[0014] The first set of settings parameters is converted to obtain the second set of settings parameters for the second numerical simulation model of the rail vehicle at a scale of 1:1.

[0015] The aerodynamic performance of the rail vehicle under different operating attitudes is simulated by the second numerical simulation model with the second set of parameters.

[0016] A database containing the correspondence between vehicle attitude and the aerodynamic forces acting on the vehicle is constructed using all simulation results.

[0017] Preferably, the step of verifying and determining the first set of settings parameters for the first numerical simulation model using a wind tunnel test model scaled down to the preset ratio specifically involves:

[0018] Set a specified order of alternative parameter groups for the first numerical simulation model;

[0019] The aerodynamic performance of a specified operating posture under fixed working conditions is obtained by simulating the first numerical simulation model.

[0020] The aerodynamic performance of the specified operating posture under the fixed working conditions is obtained by using a wind tunnel test model scaled down to the preset ratio.

[0021] Determine whether the aerodynamic performance obtained by the first numerical simulation model is similar to the aerodynamic performance obtained by the wind tunnel test model;

[0022] If they are similar, then the candidate setting parameter group in the specified order shall be taken as the first setting parameter group;

[0023] If they are not similar, then increment the specified order by one and execute the step of setting the alternative parameter group for the specified order of the first numerical simulation model;

[0024] The initial value of the specified order is one.

[0025] Preferably, the step of simulating the aerodynamic performance of the rail vehicle under different operating attitudes using the second numerical simulation model with the second parameter set specifically involves:

[0026] The aerodynamic performance of the rail vehicle under different operating attitudes under various operating conditions is obtained by simulating the second numerical simulation model with the second set of the second parameter group.

[0027] The specific steps involved in constructing a database containing the correspondence between vehicle attitude and the aerodynamic forces acting on the vehicle using all simulation results are as follows:

[0028] A database containing the correspondence between vehicle attitude and aerodynamic forces under different working conditions was constructed using all simulation results.

[0029] The specific details of determining the aerodynamic forces acting on the rail vehicle corresponding to its current posture on the vibration test bench of the whole vehicle running system, based on the preset correspondence between vehicle posture and aerodynamic forces acting on the vehicle, are as follows:

[0030] Based on the database, the aerodynamic forces acting on the rail vehicle under its current posture and current operating conditions on the vibration test bench of the whole vehicle running system are determined.

[0031] Preferably, the aerodynamic performance and the aerodynamic forces acting on the vehicle include aerodynamic drag, aerodynamic lift, lateral force, roll torque, pitching torque, and yaw torque.

[0032] Preferably, the rail vehicle is a high-speed maglev train.

[0033] Preferably, determining whether the test has ended specifically involves:

[0034] Determine whether the number of times the aerodynamic force is applied to the rail vehicle has reached a preset threshold;

[0035] If the target is reached, the test ends.

[0036] If the target is not met, the test is not over.

[0037] To solve the above-mentioned technical problems, the present invention also provides a train vibration simulation device, comprising:

[0038] The determination module is used to determine the aerodynamic forces on the rail vehicle corresponding to the current posture of the rail vehicle on the whole vehicle running system vibration test bench, based on the preset correspondence between the vehicle posture and the aerodynamic forces on the vehicle.

[0039] A loading module is used to apply the aerodynamic force corresponding to the current attitude of the rail vehicle to the rail vehicle via an actuator.

[0040] The judgment module is used to determine whether the test has ended. If not, the iteration module is triggered; if so, the end module is triggered.

[0041] The iterative module is used to determine the current attitude of the rail vehicle and execute the step of determining the aerodynamic force on the rail vehicle corresponding to the current attitude of the rail vehicle based on the preset correspondence between the vehicle attitude and the aerodynamic force on the vehicle.

[0042] The termination module is used to end the test.

[0043] To solve the above-mentioned technical problems, the present invention also provides a vibration test bench, comprising:

[0044] Memory, used to store computer programs;

[0045] A processor is used to implement the steps of the train vibration simulation method described above when executing the computer program.

[0046] To address the aforementioned technical problems, the present invention also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the steps of the train vibration simulation method described above.

[0047] This invention provides a method for simulating train vibration. Considering that the aerodynamic forces acting on a rail vehicle will cause changes in its running posture, and that changes in running posture will in turn cause changes in aerodynamic forces, and that the two are coupled, this application loads the aerodynamic forces acting on the rail vehicle corresponding to its current posture onto the rail vehicle. Based on the changes in the rail vehicle's posture, new aerodynamic forces can be determined again and loaded onto the rail vehicle. This more closely approximates the state changes of the rail vehicle under the action of aerodynamic forces during actual operation, and thus can more accurately verify the vibration of the rail vehicle under real operating conditions, which is beneficial for eliminating safety hazards.

[0048] The present invention also provides a train vibration simulation device, a vibration test bench, and a computer-readable storage medium, which have the same beneficial effects as the train vibration simulation method described above. Attached Figure Description

[0049] To more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the prior art and embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0050] Figure 1 This is a flowchart illustrating a train vibration simulation method provided by the present invention.

[0051] Figure 2 This is a schematic diagram of the structure of a train vibration simulation device provided by the present invention;

[0052] Figure 3 A schematic diagram of the structure of a vibration test bench provided by the present invention. Detailed Implementation

[0053] The core of this invention is to provide a vehicle vibration simulation method. The simulation process closely approximates the state changes of a rail vehicle under aerodynamic forces during actual operation, thus enabling more accurate verification of the vibration of a rail vehicle under real operating conditions, which helps to eliminate safety hazards. Another core aspect of this invention is to provide a train vibration simulation device, a vibration test bench, and a computer-readable storage medium. The simulation process closely approximates the state changes of a rail vehicle under aerodynamic forces during actual operation, thus enabling more accurate verification of the vibration of a rail vehicle under real operating conditions, which helps to eliminate safety hazards.

[0054] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments 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 effort are within the scope of protection of the present invention.

[0055] Please refer to Figure 1 , Figure 1 This is a flowchart illustrating a train vibration simulation method provided by the present invention. The train vibration simulation method includes:

[0056] S101: Based on the preset correspondence between vehicle attitude and aerodynamic force on the vehicle, determine the aerodynamic force on the vehicle corresponding to the current attitude of the rail vehicle on the whole vehicle running system vibration test bench.

[0057] Specifically, in existing technologies, changes in the operating attitude of high-speed maglev trains, such as in strong wind environments, when passing through tunnels, and when intersecting with open tracks, lead to more complex aerodynamic feedback changes. The main testing method currently is wind tunnel testing. However, in wind tunnel testing, the high-speed maglev train model cannot realize the instantaneous change in attitude. That is, each wind tunnel test condition can only test a single operating attitude and cannot simulate the real-time attitude changes during train operation. The whole vehicle running system vibration test bench can effectively simulate the operating state of high-speed maglev trains under non-traction conditions. However, there is no precedent to refer to on how to realize the mechanical inversion of the entire operating state of the train.

[0058] Specifically, considering the above-mentioned technical issues, this application aims to simulate the vibration of a train under aerodynamic forces on a whole vehicle running system vibration test bench. In order to obtain the aerodynamic forces on the vehicle corresponding to the current attitude of the rail vehicle more quickly, this application pre-sets the correspondence between the vehicle attitude and the aerodynamic forces on the vehicle, which can improve the accuracy of train vibration simulation.

[0059] One of the features is that the initial attitude of the rail vehicle can be set before the formal simulation.

[0060] S102: Apply the aerodynamic force corresponding to the current attitude of the rail vehicle to the rail vehicle through the actuator;

[0061] Specifically, after determining the aerodynamic forces corresponding to the current attitude of the rail vehicle, the aerodynamic forces can be applied to the rail vehicle through an actuator in order to conduct vibration simulation of the train.

[0062] S103: Determine if the test has ended;

[0063] Specifically, there can be various types of test termination conditions. Staff can set them independently or actively send a test termination command to end the test. This embodiment of the invention does not limit these conditions.

[0064] In particular, automatically determining whether a test has ended helps to improve the level of automation.

[0065] S104: If not, determine the current attitude of the rail vehicle and execute the step of determining the aerodynamic force on the rail vehicle corresponding to the current attitude of the rail vehicle based on the preset correspondence between the vehicle attitude and the aerodynamic force on the vehicle.

[0066] Specifically, before the test is completed, considering that the aerodynamic force acting on the rail vehicle will cause the rail vehicle's running attitude to change, and the aerodynamic force on the rail vehicle after the running attitude changes will also change accordingly, in order to realistically simulate this situation, this step can determine the current attitude of the rail vehicle and execute the step of determining the aerodynamic force on the rail vehicle corresponding to the current attitude based on the preset correspondence between the vehicle attitude and the aerodynamic force on the vehicle. That is, simulating the mutual iteration of aerodynamic force and vehicle attitude, which is closer to the actual running state of the rail vehicle.

[0067] S105: If yes, then end the test.

[0068] Specifically, the test can be terminated if the conditions for termination are met.

[0069] This invention provides a method for simulating train vibration. Considering that the aerodynamic forces acting on a rail vehicle will cause changes in its running posture, and that changes in running posture will in turn cause changes in aerodynamic forces, and that the two are coupled, this application loads the aerodynamic forces acting on the rail vehicle corresponding to its current posture onto the rail vehicle. Based on the changes in the rail vehicle's posture, new aerodynamic forces can be determined again and loaded onto the rail vehicle. This more closely approximates the state changes of the rail vehicle under the action of aerodynamic forces during actual operation, and thus can more accurately verify the vibration of the rail vehicle under real operating conditions, which is beneficial for eliminating safety hazards.

[0070] Based on the above embodiments:

[0071] As a preferred embodiment, before determining the aerodynamic forces acting on the rail vehicle corresponding to its current posture on the whole vehicle running system vibration test bench based on a preset correspondence between vehicle posture and aerodynamic forces acting on the vehicle, the train vibration simulation method further includes:

[0072] A first numerical simulation model of the rail vehicle at a predetermined scale is pre-constructed;

[0073] The first set of parameters for the first numerical simulation model was verified and determined using a wind tunnel test model with a scaled-down version.

[0074] The first set of parameters is converted to obtain the second set of parameters for the second numerical simulation model of the rail vehicle at a 1:1 scale.

[0075] The aerodynamic performance of the rail vehicle under different operating attitudes was obtained by using a second numerical simulation model with a second set of parameters.

[0076] A database containing the correspondence between vehicle attitude and the aerodynamic forces acting on the vehicle is constructed using all simulation results.

[0077] Specifically, this invention provides a method for constructing the correspondence between vehicle attitude and the aerodynamic forces acting on the vehicle. An efficient way to generate the aerodynamic performance corresponding to the vehicle attitude is through a numerical simulation model. Determining the parameter set of the numerical simulation model is a prerequisite for accurately generating the aerodynamic performance corresponding to the vehicle attitude. To simplify costs and calculations, this invention first constructs a first numerical simulation model of the rail vehicle at a reduced preset scale. To determine the parameter set of the first numerical simulation model, this invention uses a wind tunnel test model at a reduced preset scale to verify and determine the first parameter set of the first numerical simulation model. After determining the first parameter set of the first numerical simulation model, a second parameter set of a one-to-one second numerical simulation model of the rail vehicle can be obtained through conversion calculations. That is, the second parameter set of the one-to-one second data simulation model of the rail vehicle is finally determined. Simulations can be performed using the second data simulation model to obtain the aerodynamic performance of the rail vehicle under different operating attitudes. Finally, the simulation results are used to construct a database containing the correspondence between vehicle attitude and the aerodynamic forces acting on the vehicle, which has the advantages of low cost and high efficiency.

[0078] The preset ratio can be of various types, such as 10:1, etc., and this embodiment of the invention does not limit it.

[0079] Of course, besides this specific process, there are other specific ways to construct the correspondence between vehicle posture and the aerodynamic forces acting on the vehicle, and the embodiments of the present invention are not limited here.

[0080] As a preferred embodiment, the first set of parameters for the first numerical simulation model is determined by verifying and determining the model using a wind tunnel test model scaled down to a predetermined ratio.

[0081] Set up a set of alternative parameter groups in a specified order for the first numerical simulation model;

[0082] The aerodynamic performance of a specified operating posture under fixed working conditions is obtained by simulating the first numerical simulation model.

[0083] The aerodynamic performance of a specified operating attitude under fixed working conditions was obtained by using a wind tunnel test model with a scaled-down version.

[0084] Determine whether the aerodynamic performance obtained by the first numerical simulation model is similar to the aerodynamic performance obtained by the wind tunnel test model;

[0085] If they are similar, the candidate parameter groups in the specified order will be used as the first parameter group.

[0086] If they are not approximate, then increment the specified order by one and execute the steps of setting the alternative parameter group of the specified order for the first numerical simulation model;

[0087] The initial value for the specified order is one.

[0088] Specifically, in this embodiment of the invention, alternative parameter groups can be automatically set for the first numerical simulation model, and then the first numerical simulation model can be verified using a wind tunnel test model with a preset scale to verify whether the current alternative parameter groups are applicable. Only when the aerodynamic performance obtained by the first numerical simulation model is similar to the aerodynamic performance obtained by the wind tunnel test model can the current alternative parameter groups be determined as applicable and identified as the first parameter group.

[0089] The criteria for determining "approximate" can be set independently. For example, a reference threshold can be set for the difference between two sets of aerodynamic performance to determine "approximate". This embodiment of the invention does not limit the specific criteria.

[0090] Of course, in addition to automatically setting alternative parameter groups in sequence, staff can also set alternative parameter groups independently after determining that they are not similar. This embodiment of the invention does not limit this.

[0091] As a preferred embodiment, the aerodynamic performance of the rail vehicle under different operating attitudes is simulated using a second numerical simulation model with a second set of setting parameters.

[0092] By using a second numerical simulation model with a second set of parameters, the aerodynamic performance of the rail vehicle under different operating attitudes under various operating conditions is simulated.

[0093] The database, which contains the correspondence between vehicle attitude and the aerodynamic forces acting on the vehicle, is constructed using all simulation results as follows:

[0094] A database containing the correspondence between vehicle attitude and aerodynamic forces under different working conditions was constructed using all simulation results.

[0095] Based on the preset correspondence between vehicle attitude and the aerodynamic forces acting on the vehicle, the specific aerodynamic forces acting on the rail vehicle corresponding to the current attitude of the rail vehicle on the whole vehicle running system vibration test bench are determined as follows:

[0096] Based on the database, the aerodynamic forces acting on the rail vehicle under the current working conditions and current posture on the vibration test bench of the whole vehicle running system are determined.

[0097] Specifically, in order to simulate the vibration of rail vehicles under aerodynamic forces under various operating conditions, this embodiment of the invention can use a second numerical simulation model with a second parameter set to simulate the aerodynamic performance of rail vehicles under different operating attitudes under various operating conditions. This results in a database containing the correspondence between vehicle attitude and aerodynamic forces under different operating conditions. In this way, vibration simulation can be performed on rail vehicles under aerodynamic forces under various operating conditions, improving the comprehensiveness of the vibration simulation of rail vehicles under aerodynamic forces.

[0098] The operating conditions of the rail vehicles may include single-vehicle operation on open tracks, passing on open tracks, single-vehicle passage through tunnels, passing within tunnels, and operation in strong wind environments, etc., which are not limited in this embodiment of the invention.

[0099] As a preferred embodiment, the aerodynamic performance and the aerodynamic forces acting on the vehicle include aerodynamic drag, aerodynamic lift, lateral force, roll moment, pitching moment, and yaw moment.

[0100] Specifically, these aerodynamic parameters can comprehensively and accurately describe the aerodynamic forces experienced by a rail vehicle during operation.

[0101] Of course, in addition to the aerodynamic indicators mentioned above, the aerodynamic performance and the aerodynamic forces acting on the vehicle can be of other types, and this embodiment of the invention is not limited to these.

[0102] As a preferred embodiment, the rail vehicle is a high-speed maglev train.

[0103] Specifically, high-speed maglev trains require more attention to the impact of aerodynamics on their operating posture compared to ordinary rail trains.

[0104] Of course, in addition to high-speed maglev trains, rail vehicles can be of many other types, and this embodiment of the invention does not limit them.

[0105] As a preferred embodiment, determining whether the test has ended specifically involves:

[0106] Determine whether the number of times the aerodynamic force is applied to the rail vehicle has reached a preset threshold;

[0107] If the target is reached, the test ends.

[0108] If the target is not met, the test is not over.

[0109] Specifically, by limiting the number of times aerodynamic forces are applied to the rail vehicle by setting a preset threshold, the duration of vibration simulation can be flexibly and conveniently controlled.

[0110] Of course, in addition to this termination condition, the test termination condition can also be of other types, and this embodiment of the invention does not limit it here.

[0111] Please refer to Figure 2 , Figure 2 This is a schematic diagram of a train vibration simulation device provided by the present invention. The train vibration simulation device includes:

[0112] The determination module 21 is used to determine the aerodynamic force on the rail vehicle corresponding to the current posture of the rail vehicle on the whole vehicle running system vibration test bench, based on the preset correspondence between the vehicle posture and the aerodynamic force on the vehicle.

[0113] Loading module 22 is used to apply the aerodynamic force corresponding to the current attitude of the rail vehicle to the rail vehicle through the actuator;

[0114] Decision module 23 is used to determine whether the test has ended. If not, it triggers iteration module 24; if yes, it triggers end module 25.

[0115] Iteration module 24 is used to determine the current attitude of the rail vehicle and execute the step of determining the aerodynamic force on the rail vehicle corresponding to the current attitude of the rail vehicle based on the preset correspondence between the vehicle attitude and the aerodynamic force on the vehicle.

[0116] End module 25, used to end the test.

[0117] For a description of the train vibration simulation device provided in the embodiments of the present invention, please refer to the aforementioned embodiments of the train vibration simulation method; the embodiments of the present invention will not be repeated here.

[0118] Please refer to Figure 3 , Figure 3 This invention provides a structural schematic diagram of a vibration test bench, which includes:

[0119] Memory, used to store computer programs;

[0120] A processor is used to execute computer programs to implement the steps of the train vibration simulation method as described in the foregoing embodiments.

[0121] For an introduction to the vibration test bench provided in the embodiments of the present invention, please refer to the aforementioned embodiments of the train vibration simulation method. The embodiments of the present invention will not be repeated here.

[0122] The present invention also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the steps of the train vibration simulation method as described in the foregoing embodiments.

[0123] For a description of the computer-readable storage medium provided in the embodiments of the present invention, please refer to the foregoing embodiments of the train vibration simulation method; the embodiments of the present invention will not be repeated here.

[0124] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since it corresponds to the method disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to the method section. It should also be noted that in this specification, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising a..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0125] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those 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 invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for simulating train vibration, characterized in that, include: A first numerical simulation model of the rail vehicle at a predetermined scale is pre-constructed; The first set of settings parameters for the first numerical simulation model was determined by using a wind tunnel test model scaled down to the preset ratio. The first set of settings parameters is converted to obtain the second set of settings parameters for the second numerical simulation model of the rail vehicle at a scale of 1:

1. The aerodynamic performance of the rail vehicle under different operating attitudes is simulated by the second numerical simulation model with the second set of parameters. A database containing the correspondence between vehicle attitude and the aerodynamic forces acting on the vehicle is constructed using all simulation results; Based on the preset correspondence between vehicle posture and aerodynamic force on the vehicle, the aerodynamic force on the vehicle corresponding to the current posture of the rail vehicle on the whole vehicle running system vibration test bench is determined. The aerodynamic force corresponding to the current attitude of the rail vehicle is applied to the rail vehicle by the actuator; Determine if the test has ended; If not, determine the current attitude of the rail vehicle and execute the step of determining the aerodynamic force of the rail vehicle corresponding to the current attitude of the rail vehicle based on the preset correspondence between the vehicle attitude and the aerodynamic force of the vehicle. If so, the test ends.

2. The train vibration simulation method according to claim 1, characterized in that, The specific steps for verifying and determining the first set of parameters for the first numerical simulation model using a scaled-down wind tunnel test model are as follows: Set a specified order of alternative parameter groups for the first numerical simulation model; The aerodynamic performance of a specified operating posture under fixed working conditions is obtained by simulating the first numerical simulation model. The aerodynamic performance of the specified operating posture under the fixed working conditions is obtained by using a wind tunnel test model scaled down to the preset ratio. Determine whether the aerodynamic performance obtained by the first numerical simulation model is the same as the aerodynamic performance obtained by the wind tunnel test model; If they are the same, the candidate setting parameter group in the specified order shall be used as the first setting parameter group; If they are not the same, then increment the specified order by one and execute the step of setting the alternative setting parameter group for the first numerical simulation model in the specified order; The initial value of the specified order is one.

3. The train vibration simulation method according to claim 2, characterized in that, The aerodynamic performance of the rail vehicle under different operating attitudes is specifically obtained by simulating the second numerical simulation model with the second set of setting parameters as follows: The aerodynamic performance of the rail vehicle under different operating attitudes under various operating conditions is obtained by simulating the second numerical simulation model with the second set of the second parameter group. The specific steps involved in constructing a database containing the correspondence between vehicle attitude and the aerodynamic forces acting on the vehicle using all simulation results are as follows: A database containing the correspondence between vehicle attitude and aerodynamic forces under different working conditions was constructed using all simulation results. The specific details of determining the aerodynamic forces acting on the rail vehicle corresponding to its current posture on the vibration test bench of the whole vehicle running system, based on the preset correspondence between vehicle posture and aerodynamic forces acting on the vehicle, are as follows: Based on the database, the aerodynamic forces acting on the rail vehicle under its current posture and current operating conditions on the vibration test bench of the whole vehicle running system are determined.

4. The train vibration simulation method according to claim 1, characterized in that, The aerodynamic performance and the aerodynamic forces acting on the vehicle include aerodynamic drag, aerodynamic lift, lateral force, roll moment, pitching moment, and yaw moment.

5. The train vibration simulation method according to claim 1, characterized in that, The rail vehicle is a high-speed maglev train.

6. The train vibration simulation method according to any one of claims 1 to 5, characterized in that, The specific steps for determining whether the test has ended are as follows: Determine whether the number of times the aerodynamic force is applied to the rail vehicle has reached a preset threshold; If the target is reached, the test ends. If the target is not met, the test is not over.

7. A train vibration simulation device, characterized in that, include: A first numerical simulation model of the rail vehicle at a predetermined scale is pre-constructed; The first set of settings parameters for the first numerical simulation model was determined by using a wind tunnel test model scaled down to the preset ratio. The first set of settings parameters is converted to obtain the second set of settings parameters for the second numerical simulation model of the rail vehicle at a scale of 1:

1. The aerodynamic performance of the rail vehicle under different operating attitudes is simulated by the second numerical simulation model with the second set of parameters. A database containing the correspondence between vehicle attitude and the aerodynamic forces acting on the vehicle is constructed using all simulation results; The determination module is used to determine the aerodynamic forces on the rail vehicle corresponding to the current posture of the rail vehicle on the whole vehicle running system vibration test bench, based on the preset correspondence between the vehicle posture and the aerodynamic forces on the vehicle. A loading module is used to apply the aerodynamic force corresponding to the current attitude of the rail vehicle to the rail vehicle via an actuator. The judgment module is used to determine whether the test has ended. If not, the iteration module is triggered; if so, the end module is triggered. The iterative module is used to determine the current attitude of the rail vehicle and execute the step of determining the aerodynamic force on the rail vehicle corresponding to the current attitude of the rail vehicle based on the preset correspondence between the vehicle attitude and the aerodynamic force on the vehicle. The termination module is used to end the test.

8. A vibration test bench, characterized in that, include: Memory, used to store computer programs; A processor, configured to implement the steps of the train vibration simulation method as described in any one of claims 1 to 6 when executing the computer program.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the steps of the train vibration simulation method as described in any one of claims 1 to 6.

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