Methods and apparatus for simulating tunnel aerodynamic effects, electronic equipment, and storage media.

Abstract

This application relates to the field of tunnel aerodynamic effects technology, and discloses a method for simulating tunnel aerodynamic effects, including: acquiring a three-dimensional model of a train and a tunnel; acquiring a two-dimensional axisymmetric model corresponding to the three-dimensional model of the train and the tunnel; and importing the two-dimensional axisymmetric model into preset simulation software to simulate tunnel aerodynamic effects. By converting the three-dimensional model into a two-dimensional axisymmetric model and using the two-dimensional axisymmetric model to simulate the aerodynamic effects generated by a train passing through a tunnel, the computational efficiency of simulating aerodynamic effects can be improved, and the solution time can be reduced. This significantly reduces the consumption of simulation resources. This application also discloses a device, electronic equipment, and storage medium for simulating tunnel aerodynamic effects.

Description

Technical Field

[0001] This application relates to the field of tunnel aerodynamic effects technology, such as a method and apparatus for simulating tunnel aerodynamic effects, electronic equipment, and storage medium. Background Technology

[0002] The aerodynamic effects of trains passing through tunnels constitute a non-constant turbulence with strong three-dimensional effects. As speed increases, the tunnel environment is subjected to intense alternating pressure. The corresponding pressure amplitude can reach 6 kPa or higher, causing damage to tunnel structures and auxiliary facilities. Micro-pressure waves radiating outward from the tunnel entrance can lead to environmental problems such as explosive noise and vibration of building windows. Current methods for studying the coupled aerodynamic effects of trains and tunnels mainly include: real-vehicle experiments, dynamic model tests, and numerical simulations. Real-vehicle experiments and dynamic model tests face challenges such as complex on-site environments and high testing costs. With the continuous improvement of computer hardware, numerical simulation has become the main method for studying tunnel pressure waves, and is gradually evolving from one-dimensional flow models to multi-dimensional flow models. One-dimensional programs have the advantage of low simulation cost and reasonable accuracy in calculating the aerodynamic performance of trains in tunnels. However, in the modeling of high-speed trains and tunnels, one-dimensional flow models are greatly simplified. Therefore, it is difficult to analyze the influence of the local shape of the train and the abrupt changes in the tunnel structure on the flow field. To address this, the simulation of the three-dimensional aerodynamic performance of trains has been widely used in recent years. Three-dimensional simulation models can comprehensively explore the train's aerodynamic performance, pressure distribution, and changes in the surrounding flow field.

[0003] In the process of implementing the embodiments of this disclosure, at least the following problems were found in the related art:

[0004] In related technologies, simulating the aerodynamic effects of trains passing through tunnels using 3D simulation models requires higher computer hardware performance and computational costs, resulting in huge consumption of simulation resources.

[0005] It should be noted that the information disclosed in the background section above is only used to enhance the understanding of the background of this application, and therefore may include information that does not constitute prior art known to those skilled in the art. Summary of the Invention

[0006] To provide a basic understanding of some aspects of the disclosed embodiments, a brief summary is given below. This summary is not intended as a general commentary, nor is it intended to identify key / important components or describe the scope of protection of these embodiments, but rather as a prelude to the detailed description that follows.

[0007] This disclosure provides a method, apparatus, electronic device, and storage medium for simulating tunnel aerodynamic effects, which can reduce the simulation resource consumption for simulating the aerodynamic effects generated when a train passes through a tunnel.

[0008] In some embodiments, the method for simulating tunnel aerodynamic effects includes: acquiring a three-dimensional model of a train and a tunnel, acquiring a two-dimensional axisymmetric model corresponding to the three-dimensional model of the train and the tunnel, and importing the two-dimensional axisymmetric model into preset simulation software to simulate tunnel aerodynamic effects.

[0009] In some embodiments, obtaining a two-dimensional axisymmetric model based on the three-dimensional model of the train and tunnel includes: converting the three-dimensional model of the train and tunnel into an equivalent three-dimensional solid of revolution model according to the principle of equal volume per unit cross-section; dividing the equivalent three-dimensional solid of revolution model into four equal parts according to the central axis of the equivalent three-dimensional solid of revolution model; and importing one-quarter of the equivalent three-dimensional solid of revolution model into a preset mesh discretization software for mesh generation to obtain a two-dimensional axisymmetric model.

[0010] In some embodiments, the equivalent three-dimensional rotating body model includes an equivalent train model and an equivalent tunnel model. A quarter of the equivalent three-dimensional rotating body model is imported into a preset mesh discretization software for mesh generation to obtain a two-dimensional axisymmetric model. This includes placing a quarter of the equivalent train model in an overlapping mesh within the mesh discretization software and placing a quarter of the equivalent tunnel model in a background mesh within the mesh discretization software. The overlapping mesh is used to drive the movement of the equivalent train model. The surface to be calculated of the equivalent train model is determined, and the mesh size parameters and the surface prism layer parameters of the equivalent train model are obtained. The mesh discretization software is set according to the mesh size parameters and the train surface prism layer parameters, and the surface to be calculated is marked with a two-dimensional mesh to generate a two-dimensional mesh. The first coordinate axis of the two-dimensional mesh is set as the rotation axis to obtain the two-dimensional axisymmetric model.

[0011] In some embodiments, importing the two-dimensional axisymmetric model into preset simulation software for tunnel aerodynamic effect simulation includes: determining the velocity of the overlapping mesh, and using the simulation software to establish pressure monitoring points in the two-dimensional axisymmetric model; determining boundary conditions, computational domain, and solution parameters; and setting the simulation software according to the velocity of the overlapping mesh, the boundary conditions, computational domain, and solution parameters to simulate tunnel aerodynamic effects.

[0012] In some embodiments, using the simulation software to establish pressure monitoring points in the two-dimensional axisymmetric model includes: obtaining the spatial coordinates of the location to be measured, and inputting the spatial coordinates into the simulation software to establish pressure monitoring points.

[0013] In some embodiments, after importing the two-dimensional axisymmetric model into preset simulation software for tunnel aerodynamic effect simulation, the method further includes: acquiring first pressure monitoring data of the pressure monitoring point during the tunnel aerodynamic effect simulation; comparing the first pressure monitoring data, preset second pressure monitoring data, and preset third pressure data to obtain a comparison result.

[0014] In some embodiments, the apparatus for simulating tunnel aerodynamic effects includes: a first acquisition module configured to acquire a three-dimensional model of the train and the tunnel; a second acquisition module configured to acquire a two-dimensional axisymmetric model corresponding to the three-dimensional model of the train and the tunnel; and a simulation module configured to import the two-dimensional axisymmetric model into preset simulation software for simulating tunnel aerodynamic effects.

[0015] In some embodiments, the apparatus for simulating tunnel aerodynamic effects includes a processor and a memory storing program instructions, the processor being configured to execute the method for simulating tunnel aerodynamic effects as described above when the program instructions are executed.

[0016] In some embodiments, the electronic device includes: an electronic device body; and the aforementioned device for simulating tunnel aerodynamic effects is mounted on the electronic device body.

[0017] In some embodiments, the storage medium stores program instructions that, when executed, perform the method described above for simulating tunnel aerodynamic effects.

[0018] The method, apparatus, electronic device, and storage medium for simulating tunnel aerodynamic effects provided in this disclosure can achieve the following technical effects: By acquiring a three-dimensional model of the train and the tunnel, and then acquiring a corresponding two-dimensional axisymmetric model, the two-dimensional axisymmetric model is imported into preset simulation software to simulate tunnel aerodynamic effects. In this way, by converting the three-dimensional model into a two-dimensional axisymmetric model and using the two-dimensional axisymmetric model to simulate the aerodynamic effects generated by a train passing through a tunnel, the computational efficiency of simulating aerodynamic effects can be improved, and the solution time can be reduced. This, in turn, reduces the consumption of simulation resources.

[0019] The above general description and the description below are exemplary and illustrative only and are not intended to limit this application. Attached Figure Description

[0020] One or more embodiments are illustrated by way of example with reference to the accompanying drawings. These illustrations and drawings do not constitute a limitation on the embodiments. Elements having the same reference numerals in the drawings are shown as similar elements. The drawings are not to be scaled. And wherein:

[0021] Figure 1This is a schematic diagram of a method for simulating tunnel aerodynamic effects provided in an embodiment of this disclosure;

[0022] Figure 2 This is a cross-sectional schematic diagram of a three-dimensional tunnel model provided in an embodiment of this disclosure;

[0023] Figure 3 This is a schematic cross-sectional view of an equivalent tunnel model provided in an embodiment of this disclosure;

[0024] Figure 4 This is a schematic diagram of a three-dimensional model of a train provided in an embodiment of this disclosure;

[0025] Figure 5 This is a schematic diagram of an equivalent train model provided in an embodiment of this disclosure;

[0026] Figure 6 This is a structural schematic diagram of the bogie region of a three-dimensional train model provided in this embodiment of the disclosure;

[0027] Figure 7 This is a schematic diagram of the correspondence between geometric modeling parameters of a train provided in an embodiment of this disclosure;

[0028] Figure 8 This is a schematic diagram of the structure of a quarter-equivalent train model provided in an embodiment of this disclosure;

[0029] Figure 9 This is a schematic diagram of a two-dimensional axisymmetric model provided in an embodiment of this disclosure;

[0030] Figure 10 This is a schematic diagram of the pressure time history curves of three models at a pressure monitoring point provided in an embodiment of this disclosure;

[0031] Figure 11 This is a schematic diagram comparing the accuracy of solving the positive peak value of the wall pressure along the tunnel direction for three models provided in an embodiment of this disclosure;

[0032] Figure 12 This is a schematic diagram comparing the accuracy of solving the negative peak pressure along the tunnel direction of the wall for three models provided in this embodiment of the disclosure;

[0033] Figure 13 This is a schematic diagram comparing the peak-to-peak value calculation accuracy of three models along the tunnel direction wall pressure according to an embodiment of this disclosure;

[0034] Figure 14 This is a schematic diagram of a device for simulating tunnel aerodynamic effects provided in an embodiment of this disclosure;

[0035] Figure 15This is a schematic diagram of another device for simulating tunnel aerodynamic effects provided in an embodiment of this disclosure.

[0036] Figure label:

[0037] 1: Tunnel entrance air zone; 2: Overlapping grid area; 3: Tunnel; 4: Tunnel exit air zone; 5: Pressure inlet; 6: Symmetry plane; 7: Wall; 8: Rotation axis; 9: Train surface; 10: Pressure outlet. Detailed Implementation

[0038] To provide a more detailed understanding of the features and technical content of the embodiments of this disclosure, the implementation of the embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. The accompanying drawings are for illustrative purposes only and are not intended to limit the embodiments of this disclosure. In the following technical description, for ease of explanation, several details are used to provide a full understanding of the disclosed embodiments. However, one or more embodiments may still be implemented without these details. In other cases, well-known structures and devices may be simplified in their depiction to simplify the drawings.

[0039] The terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this disclosure are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate for the embodiments of this disclosure described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion.

[0040] Unless otherwise stated, the term "multiple" means two or more.

[0041] In this embodiment of the disclosure, the character " / " indicates that the objects before and after it are in an "or" relationship. For example, A / B means: A or B.

[0042] The term "and / or" describes an association between objects, indicating that three relationships can exist. For example, A and / or B means: A or B, or A and B.

[0043] The term "correspondence" can refer to an association or binding relationship. The correspondence between A and B means that there is an association or binding relationship between A and B.

[0044] Combination Figure 1 As shown, this disclosure provides a method for simulating tunnel aerodynamic effects, the method comprising:

[0045] Step S101: The electronic device acquires a 3D model of the train and the tunnel.

[0046] Step S102: The electronic device acquires the two-dimensional axisymmetric model corresponding to the three-dimensional model of the train and the tunnel.

[0047] In step S103, the electronic device imports the two-dimensional axisymmetric model into the preset simulation software to simulate the tunnel aerodynamic effects.

[0048] The method for simulating tunnel aerodynamic effects provided in this disclosure involves acquiring a three-dimensional model of the train and tunnel, obtaining a corresponding two-dimensional axisymmetric model, and importing the two-dimensional axisymmetric model into preset simulation software to simulate tunnel aerodynamic effects. By converting the three-dimensional model into a two-dimensional axisymmetric model and using this model to simulate the aerodynamic effects generated by a train passing through a tunnel, the computational efficiency for simulating aerodynamic effects can be improved, and the solution time reduced. This, in turn, reduces the consumption of simulation resources.

[0049] Furthermore, the electronic equipment obtains a two-dimensional axisymmetric model based on the three-dimensional model of the train and tunnel, including: converting the three-dimensional model of the train and tunnel into an equivalent three-dimensional solid of revolution model according to the principle of equal volume per unit cross section; dividing the equivalent three-dimensional solid of revolution model into four equal parts according to the central axis of the equivalent three-dimensional solid of revolution model; and importing one-quarter of the equivalent three-dimensional solid of revolution model into a preset mesh discretization software for mesh generation to obtain a two-dimensional axisymmetric model.

[0050] In some embodiments, the central axis of the equivalent three-dimensional rotating body model is the central axis along the length of the train.

[0051] Furthermore, the three-dimensional model of the train and tunnel includes a three-dimensional model of the train and a three-dimensional model of the tunnel; the equivalent three-dimensional rotating body model includes an equivalent train model and an equivalent tunnel model; the electronic equipment converts the three-dimensional model of the train and tunnel into an equivalent three-dimensional rotating body model according to the principle of equal volume per unit cross section, including: the electronic equipment converts the three-dimensional model of the train and the three-dimensional model of the tunnel into an equivalent train model and an equivalent tunnel model respectively according to the principle of equal volume per unit cross section.

[0052] Furthermore, the electronic device converts the 3D tunnel model into an equivalent tunnel model according to the principle of equal volume per unit cross-section. This includes: the electronic device acquiring tunnel geometric modeling parameters, performing 3D modeling according to the tunnel geometric modeling parameters, and obtaining an equivalent tunnel model. The tunnel geometric modeling parameters include the radius data of the cross-section perpendicular to the tunnel length along the tunnel direction.

[0053] Combination Figures 2 to 3 As shown, Figure 2 This is a cross-sectional schematic diagram of a three-dimensional tunnel model provided in an embodiment of this disclosure. Figure 3 This is a schematic cross-sectional view of an equivalent tunnel model provided in an embodiment of this disclosure. Figure 2The middle tunnel is a standard single-bore, single-track tunnel on a high-speed railway line with a speed of 300 km / h, and the tunnel's cross-sectional area is 70 m². 2 The tunnel is 330m long. The inner contour of the tunnel's 3D model has an arc of 120°. The cross-section of the tunnel's 3D model includes the portion above the horizontal dashed line and the portion below the horizontal dashed line. The portion above the horizontal dashed line is a semicircle with a radius r1 of 4.6m centered at the center point of the cross-section. The portion below the horizontal dashed line is an arc with a radius r2 of 6.8m centered at points 1.2m and 2m away from the center point of the cross-section. The distance between the center point of the tunnel's 3D model's cross-section and the top surface of the inner rail is 3.8m, the width of the top surface of the inner rail is 9m, and the height difference between the rescue passage and the top surface of the inner rail is 0.4m. The tunnel is 9m wide. The 3D tunnel model is converted into an equivalent tunnel model according to the principle of equal volume of the cross-section. Figure 3 The radius of the intermediate tunnel model is r3 = 4.8m.

[0054] Furthermore, the electronic equipment converts the 3D train model into an equivalent train model according to the principle of equal volume per unit cross-section. This includes: the electronic equipment acquiring the train's geometric modeling parameters, performing 3D modeling according to the train's geometric modeling parameters, and obtaining an equivalent train model. The train's geometric modeling parameters include the radius data of the cross-section perpendicular to the train's length. The radius data includes the radius data of the front section, the rear section, and the body section.

[0055] Combination Figures 4 to 5 As shown, Figure 4 This is a schematic diagram of a three-dimensional model of a train provided in an embodiment of this disclosure. Figure 5 This is a schematic diagram of an equivalent train model provided in an embodiment of this disclosure. Figure 4 The 3D model of the train uses a double-decker EMU train of the model number. The train is 83m long, 3.4m wide, and 4.6m high, with a maximum cross-sectional area of ​​13.4m². 2 The train's front section is 28m long, and the rear section is 28m long. Figure 5 The length of the front section of the medium-sized train model is 28m, and the length of the rear section is 28m. The total length of the train is 83m.

[0056] In some embodiments, the electronic device acquires train geometric modeling parameters by: determining the bogie region of the train, slicing the bogie region to obtain a preset number of slices, and acquiring the slice area. The area of ​​each slice is interpolated using a Lagrangian function to ensure continuous area parameters. The radius data of the interpolated slices and the radius data of the cross-section of the vehicle body are used as geometric modeling parameters. The preset number of slices is 50. Because the spatial volume of the bogie region changes continuously, the slice area of ​​the prototype train is not continuous at the bogie. However, in the actual shape, the streamline is a smoothly transitioning curved surface. Therefore, the bogie needs to be removed, and the bogie cavity needs to be flattened and filled according to its original shape. This facilitates the acquisition of the corresponding equivalent 3D model. Furthermore, since the slice area only changes in the streamlined region at the front and rear, using more sampled slices in this region allows for better flattening of the region.

[0057] In some embodiments, the product of the slice area and the length of the front portion is determined as the unit volume of the front portion. The product of the slice area and the length of the rear portion is determined as the unit volume of the rear portion. The electronic device acquires the cross-sectional area of ​​the body portion and determines the unit volume of the body portion by multiplying the cross-sectional area by the length of the body portion.

[0058] In some embodiments, the bogie region includes a front portion and a rear portion. The electronic device determines the bogie region of the train by: acquiring an image of a three-dimensional model of the train, recognizing the image, and obtaining the bogie region of the train.

[0059] Combination Figures 6 to 7 As shown, Figure 6 This is a structural schematic diagram of the bogie region of a three-dimensional train model provided in this embodiment. Figure 7 This is a schematic diagram of the correspondence between geometric modeling parameters of a train provided in an embodiment of this disclosure. Figure 6 In this process, due to the continuous change in the spatial volume of the bogie region, the area of ​​the train slice is not continuous at the bogie. By slicing the bogie region into a predetermined number of slices, and using the Lagrangian function to interpolate the area of ​​each slice, the area parameter is made continuous. Figure 7 In the process, the train geometric modeling parameters include the radius data of the cross section perpendicular to the train length along the train length direction. Figure 7 This is used to characterize the correspondence between the radius of the equivalent train model and the slice area of ​​the 3D train model. The horizontal axis represents the train length, the first vertical axis represents the radius corresponding to the length of the equivalent train model, and the second vertical axis represents the slice area corresponding to the length of the 3D train model.

[0060] Furthermore, the equivalent three-dimensional rotating body model includes an equivalent train model and an equivalent tunnel model. The electronic device imports one-quarter of the equivalent three-dimensional rotating body model into a preset mesh discretization software for mesh generation, obtaining a two-dimensional axisymmetric model. This includes placing one-quarter of the equivalent train model in an overlapping mesh within the mesh discretization software and placing one-quarter of the equivalent tunnel model in a background mesh within the same software. The overlapping mesh is used to drive the motion of the equivalent train model. The surface to be calculated on the equivalent train model is determined, and the mesh size parameters and the surface prism layer parameters of the equivalent train model are obtained. The mesh discretization software is set according to the mesh size parameters and the train surface prism layer parameters, and the surface to be calculated is marked with a two-dimensional mesh to generate a two-dimensional mesh. The first coordinate axis of the two-dimensional mesh is set as the rotation axis to obtain the two-dimensional axisymmetric model. The mesh size parameters include the size of the overlapping mesh and the size of the background mesh. The overlapping mesh region where the train is located is the overlapping mesh, and the air domain and stationary regions such as the train are the background mesh. The first coordinate axis is the horizontal axis. In this way, by marking the two-dimensional mesh, the two-dimensional numerical calculation region can be determined, facilitating calculation using simulation software.

[0061] Furthermore, the electronic device determines the surface to be calculated of the equivalent train model, including: the electronic device determines the cross section of one-quarter of the equivalent train model in the overlapping mesh as the surface to be calculated of the equivalent train model.

[0062] In some embodiments, the surface prism layer parameters of the equivalent train model include 15 prism layers, a growth rate of 1.15, and a total thickness of 0.02m. The size of the overlapping mesh is 0.15m. The background mesh size includes the mesh size of the tunnel region and the mesh size of the air region. The mesh size of the tunnel region is 0.15m, and the mesh size of the air region is 2m. The mesh size of the train surface is 0.06m.

[0063] In some embodiments, the grid size of the tunnel region traversed by the overlapping grid is the same as the size of the outermost layer of the overlapping grid. This ensures that the calculation does not diverge.

[0064] In some embodiments, the x-coordinates and z-coordinates of a quarter of the equivalent three-dimensional body of revolution model imported into the mesh discretization software are both greater than 0.

[0065] In some embodiments, the preset mesh discretization software is the Cartesian mesh in the commercial software STAR-CCM+14.02 (computational continuum mechanics algorithms). Thus, by setting the mesh size parameters and the prism layer parameters of the train surface in the STAR-CCM mesh discretization software, a two-dimensional mesh can be automatically generated.

[0066] Combination Figure 8 As shown, Figure 8 This is a schematic diagram of the structure of a quarter-equivalent train model provided in an embodiment of this disclosure. Figure 8 In the model, the front section of the one-quarter equivalent train is 28m long, and the rear section is 28m long. The total length of the train is 83m.

[0067] Furthermore, the electronic device imports the two-dimensional axisymmetric model into a pre-set simulation software to simulate tunnel aerodynamic effects. This includes: the electronic device determining the velocity of the overlapping mesh and establishing pressure monitoring points in the two-dimensional axisymmetric model using the simulation software; determining the boundary conditions, computational domain, solution model, solution parameters, solution time step, and solution time; and setting the simulation software according to the velocity, boundary conditions, computational domain, and solution parameters of the overlapping mesh to simulate tunnel aerodynamic effects. The pre-set simulation software is CFD (Computational Fluid Dynamics) simulation software.

[0068] Furthermore, the electronic device determines the speed of the overlapping grid by using preset UDFs (Users-defined functions). In some embodiments, the speed of the overlapping grid is 97.22 m / s. The train stops 50 m outside the tunnel exit, with a total travel time of 5 seconds.

[0069] Furthermore, the electronic device determines the boundary conditions, computational domain, and solution parameters, including: the electronic device determines the first information input by the user as the boundary conditions, the second information input by the user as the computational domain, and the third information input by the user as the solution parameters.

[0070] In some embodiments, the boundary conditions include setting the train surface and tunnel surface as non-slip walls, and designating the top of the air domain as a plane of symmetry. The inlet surface of the left air domain is set as a pressure inlet, and the outlet surface of the left air domain is set as a pressure outlet. The overlapping mesh region, the two side air domains, and the bottom surface of the tunnel are all set as axes of rotation to represent a three-dimensional volume of revolution model.

[0071] In some embodiments, the computational domain includes the air domain at the tunnel entrance, the air domain at the tunnel exit, and the overlapping grid region where the tunnel and the train are located.

[0072] In some embodiments, the solution parameters include the solution model, convection term, time step, and solution time.

[0073] In some embodiments, the solution model is the IDDES (Improved Delayed Detached-Eddy Simulation) model. The convection term is discretized using a second-order upwind scheme. This improves the solution accuracy. The numerical simulation is performed on the large-scale commercial computational fluid dynamics simulation software STAR-CCM+ 14.02. STAR-CCM+ uses the FVM (Finite Volume Method) to discretize the partial differential equations into a system of algebraic equations on the grid nodes. The numerical simulation is performed using a pressure-based solver and employs SIMPLEC (Semi-Implicit Method for Pressure-Linked Equations Consistent). Compared to the finite difference method and the finite element method, the finite volume discretization method has higher computational efficiency, thus reducing simulation resource consumption.

[0074] In some embodiments, the time step is obtained by dividing the minimum grid size of the computational domain by the train speed. The solution time is obtained by dividing the train running length by the train speed. The train running length is the sum of the distance from the nose of the train to the tunnel entrance, the tunnel length, and the train length.

[0075] Combination Figure 9 As shown, Figure 9 This is a schematic diagram of a two-dimensional axisymmetric model provided in an embodiment of this disclosure. Figure 9 In the simulation, the two-dimensional axisymmetric model is a two-dimensional mesh with a rotation axis. The two-dimensional mesh includes the tunnel entrance air region 1, overlapping mesh region 2, tunnel 3, tunnel exit air region 4, pressure inlet 5, symmetry plane 6, wall surface 7, rotation axis 8, train surface 9, and pressure outlet 10. Among these, overlapping mesh region 2 is the overlapping mesh containing one-quarter of the equivalent train model, and tunnel 3 is one-quarter of the equivalent tunnel model. By inputting the two-dimensional axisymmetric model into preset simulation software for numerical simulation, the aerodynamic effects of a train passing through a tunnel can be simulated. Through the above numerical simulation, the aerodynamic performance of a train passing through a single-track tunnel is simulated. No buffer structures are arranged at either end of the tunnel.

[0076] Furthermore, the electronic device utilizes simulation software to establish pressure monitoring points in a two-dimensional axisymmetric model. This includes: the electronic device acquiring the spatial coordinates of the location to be measured and inputting these coordinates into the simulation software to establish the pressure monitoring points. In this way, by establishing pressure monitoring points, pressure data can be obtained during aerodynamic effect simulations, facilitating the assessment of simulation resource consumption.

[0077] Furthermore, after the electronic device imports the two-dimensional axisymmetric model into the preset simulation software for tunnel aerodynamic effect simulation, the process also includes: the electronic device acquiring first pressure monitoring data at the pressure monitoring point during the tunnel aerodynamic effect simulation. The first pressure monitoring data, preset second pressure monitoring data, and preset third pressure data are compared to obtain a comparison result. The preset second pressure monitoring data is the pressure monitoring data at that pressure monitoring point when performing aerodynamic effect simulation on the equivalent three-dimensional rotating body model. The preset third pressure monitoring data is the pressure monitoring data at that pressure monitoring point when performing aerodynamic effect simulation on the train and tunnel three-dimensional models.

[0078] Combination Figures 10 to 13 As shown, the three-dimensional model of the train and tunnel is the original model, the equivalent three-dimensional rotating body model is the equivalent model, and the two-dimensional axisymmetric model is the two-dimensional model. Figure 10 This is a schematic diagram of the pressure time history curves of three models at a pressure monitoring point provided in an embodiment of this disclosure. Figure 11 This is a schematic diagram comparing the accuracy of solving the positive peak value of the wall pressure along the tunnel direction for three models provided in this embodiment of the disclosure. Figure 12 This is a schematic diagram comparing the accuracy of solving the negative peak pressure along the tunnel direction wall using three models provided in this embodiment of the disclosure. Figure 13 This is a schematic diagram comparing the peak-to-peak value calculation accuracy of three models along the tunnel direction wall pressure according to an embodiment of this disclosure. Figure 10 In the diagram, the horizontal axis represents time, and the vertical axis represents the pressure at the monitoring point. Compared to the original model, the pressure waveform of the equivalent model is basically the same, but the absolute value of the negative peak value in the original model is relatively larger. The pressure waveform of the two-dimensional model is highly consistent with that of the equivalent model. Data shows that compared to the original model, the peak-to-peak values ​​of the equivalent model and the two-dimensional model are reduced by 3.7% and 4.6%, respectively. Figure 11 In the graph, the horizontal axis represents the distance between the train and the tunnel entrance, and the vertical axis represents the peak positive pressure value. The equivalent model achieves a peak positive pressure prediction accuracy of over 95.6%. Figure 12 In the graph, the horizontal axis represents the distance between the train and the tunnel entrance, and the vertical axis represents the negative peak pressure. The equivalent model achieves a negative peak prediction accuracy of over 92.9%. Figure 13In the diagram, the horizontal axis represents the distance from the train to the tunnel entrance, and the vertical axis represents the peak-to-peak pressure value. Using the pressure amplitude of the original model as a benchmark, the relative errors between the equivalent model and the two-dimensional model and the benchmark value are calculated. The peak-to-peak value difference between the equivalent model and the original model ranges from 0.21% to 3.71%. The peak-to-peak value difference between the two-dimensional model and the original model ranges from -2.41% to 2.59%. Therefore, the two-dimensional axisymmetric model can ensure a solution accuracy of over 92.9% for the pressure wave amplitude within the tunnel. Overall, the simulation accuracy of the two-dimensional model is lower than that of the equivalent model, but the pressure data between the two models show a high degree of consistency. Therefore, the tunnel pressure data obtained using the two-dimensional axisymmetric model method can meet the requirements of engineering applications.

[0079] Optionally, after the electronic device imports the two-dimensional axisymmetric model into the preset simulation software to simulate the tunnel aerodynamic effects, it further includes: the electronic device acquiring the first simulation resource consumption information corresponding to the two-dimensional axisymmetric model, comparing the first simulation resource consumption information, the preset second simulation resource consumption information, and the preset third simulation resource consumption information to obtain the simulation resource consumption comparison result.

[0080] In some embodiments, as shown in Table 1, Table 1 is an example table of simulation resource consumption comparison results provided by embodiments of this disclosure.

[0081] Table 1

[0082] Model Total number of grids (in ten thousand) CPU solution time (hours) 3D model of trains and tunnels 3900 5819 Equivalent 3D Rotation Model 1100 1846 Two-dimensional axisymmetric model 13 165

[0083] In some embodiments, as shown in Table 1, simulation resource consumption includes the total number of meshes and CPU solution time. The total number of meshes corresponding to the 3D model of the train and tunnel is 39 million, and the CPU solution time is 5819 hours. The total number of meshes corresponding to the equivalent 3D model of revolution is 11 million, and the CPU solution time is 1846 hours. The total number of meshes corresponding to the 2D axisymmetric model is 130,000, and the CPU solution time is 165 hours. It can be seen that the CPU solution time of the equivalent model and the 2D model is 31.5% and 2.8% of that of the original model, respectively. Using the 2D axisymmetric model can reduce the computational cost by nearly 97.2%, and the computational solution time is also greatly reduced. That is, the 2D axisymmetric model has the characteristics of fast feedback, reducing the computation time from about a week to ten minutes or even less. At the same time, the extremely low number of meshes in the 2D axisymmetric model is about 0.3% of the total number of meshes in the 3D model of the train and tunnel. In this way, by reducing the computational cost, users can consider more of the variable parameters of the train and tunnel to obtain better pressure data, especially for evaluating the aerodynamic effects in ultra-long tunnels.

[0084] In some embodiments, the two-dimensional axisymmetric model has broad application prospects in tunnel aerodynamics. The two-dimensional axisymmetric model enables the study of the propagation characteristics and laws of pressure waves within tunnels under numerous scenarios, including vehicle speed, train formation length, train streamline length, train shape, tunnel blockage ratio, variable cross-section tunnels, buffer structure tunnels, extra-long tunnels, and train tracking operations.

[0085] Combination Figure 14 As shown, this embodiment of the present disclosure provides an apparatus 1400 for simulating tunnel aerodynamic effects, including: a first acquisition module 1401, a second acquisition module 1402, and a simulation module 1403. The first acquisition module 1401 is configured to acquire a three-dimensional model of a train and a tunnel, and send the three-dimensional model to the second acquisition module 1402. The second acquisition module 1402 is configured to receive the three-dimensional model of the train and tunnel sent by the first acquisition module 1401. It acquires a two-dimensional axisymmetric model corresponding to the three-dimensional model of the train and tunnel, and sends the two-dimensional axisymmetric model to the simulation module 1403. The simulation module 1403 is configured to receive the two-dimensional axisymmetric model sent by the second acquisition module 1402, and import the two-dimensional axisymmetric model into preset simulation software to simulate tunnel aerodynamic effects.

[0086] The apparatus for simulating tunnel aerodynamic effects provided in this embodiment acquires a three-dimensional model of the train and tunnel through a first acquisition module. A second acquisition module acquires a two-dimensional axisymmetric model corresponding to the three-dimensional model of the train and tunnel. The simulation module imports the two-dimensional axisymmetric model into preset simulation software to simulate tunnel aerodynamic effects. Thus, by converting the three-dimensional model into a two-dimensional axisymmetric model and using the two-dimensional axisymmetric model to simulate the aerodynamic effects generated by a train passing through a tunnel, the computational efficiency of simulating aerodynamic effects can be improved, and the solution time can be reduced. This reduces the consumption of simulation resources.

[0087] Furthermore, the second acquisition module is configured to obtain a two-dimensional axisymmetric model from the three-dimensional train and tunnel model as follows: The three-dimensional train and tunnel model is converted into an equivalent three-dimensional solid of revolution model according to the principle of equal volume per unit cross-section. The equivalent three-dimensional solid of revolution model is divided into four equal parts according to its central axis. One-quarter of the equivalent three-dimensional solid of revolution model is imported into a preset mesh discretization software for mesh generation to obtain the two-dimensional axisymmetric model.

[0088] Furthermore, the equivalent 3D rotating body model includes an equivalent train model and an equivalent tunnel model. The second acquisition module is configured to import one-quarter of the equivalent 3D rotating body model into a preset mesh discretization software for mesh generation to obtain a 2D axisymmetric model, including: placing one-quarter of the equivalent train model in an overlapping mesh in the mesh discretization software, and placing one-quarter of the equivalent tunnel model in a background mesh in the mesh discretization software. The overlapping mesh is used to drive the movement of the equivalent train model. The surface to be calculated of the equivalent train model is determined, and the mesh size parameters and the surface prism layer parameters of the equivalent train model are obtained. The mesh discretization software is set according to the mesh size parameters and the train surface prism layer parameters, and the surface to be calculated is marked with a 2D mesh to generate a 2D mesh. The first coordinate axis of the 2D mesh is set as the rotation axis to obtain the 2D axisymmetric model.

[0089] Furthermore, the simulation module is configured to import a two-dimensional axisymmetric model into pre-defined simulation software for tunnel aerodynamic effect simulation in the following ways: determining the velocity of the overlapping mesh and establishing pressure monitoring points in the two-dimensional axisymmetric model using the simulation software; determining the boundary conditions, computational domain, and solution parameters; and setting the simulation software according to the velocity, boundary conditions, computational domain, and solution parameters of the overlapping mesh to simulate tunnel aerodynamic effects.

[0090] Furthermore, the simulation module is configured to establish pressure monitoring points in a two-dimensional axisymmetric model using simulation software by acquiring the spatial coordinates of the location to be measured and inputting the spatial coordinates into the simulation software to establish the pressure monitoring points.

[0091] Furthermore, the simulation module is configured to import a two-dimensional axisymmetric model into preset simulation software to simulate tunnel aerodynamic effects, and then acquire the first pressure monitoring data of the pressure monitoring points during the tunnel aerodynamic effect simulation. The first pressure monitoring data, preset second pressure monitoring data, and preset third pressure data are compared to obtain the comparison results.

[0092] Combination Figure 15 As shown, this disclosure provides an apparatus 1500 for simulating tunnel aerodynamic effects, including a processor 1500 and a memory 1501. Optionally, the apparatus 1500 for simulating tunnel aerodynamic effects may further include a communication interface 1502 and a bus 1503. The processor 1504, communication interface 1502, and memory 1501 can communicate with each other via the bus 1503. The communication interface 1502 can be used for information transmission. The processor 1504 can call logical instructions in the memory 1501 to execute the method for simulating tunnel aerodynamic effects described in the above embodiment.

[0093] The apparatus for simulating tunnel aerodynamic effects provided in this embodiment acquires a three-dimensional model of the train and tunnel, and then acquires a corresponding two-dimensional axisymmetric model. The two-dimensional axisymmetric model is then imported into preset simulation software to simulate tunnel aerodynamic effects. By converting the three-dimensional model into a two-dimensional axisymmetric model and using this model to simulate the aerodynamic effects of a train passing through a tunnel, the computational efficiency for simulating aerodynamic effects can be improved, and the solution time reduced. This, in turn, reduces the consumption of simulation resources.

[0094] Furthermore, the logic instructions in the aforementioned memory 1501 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium.

[0095] The memory 1501, as a computer-readable storage medium, can be used to store software programs and computer-executable programs, such as program instructions / modules corresponding to the methods in the embodiments of this disclosure. The processor 1504 executes functional applications and data processing by running the program instructions / modules stored in the memory 1501, that is, it implements the method for simulating tunnel aerodynamic effects in the above embodiments.

[0096] The memory 1501 may include a program storage area and a data storage area. The program storage area may store the operating system and applications required for at least one function; the data storage area may store data created based on the use of the terminal device. Furthermore, the memory 1501 may include high-speed random access memory and may also include non-volatile memory.

[0097] This disclosure provides an electronic device, including: an electronic device body, and the aforementioned device for simulating tunnel aerodynamic effects. The device for simulating tunnel aerodynamic effects is mounted on the electronic device body. The mounting relationship described herein is not limited to placement within the electronic device body, but also includes mounting connections with other components of the electronic device body, including but not limited to physical connections, electrical connections, or signal transmission connections. Those skilled in the art will understand that the device for simulating tunnel aerodynamic effects can be adapted to suitable electronic device bodies to achieve other feasible embodiments.

[0098] Using the electronic equipment provided in this embodiment, a three-dimensional model of the train and tunnel is acquired, and a corresponding two-dimensional axisymmetric model is obtained. This two-dimensional axisymmetric model is then imported into preset simulation software to simulate the aerodynamic effects of the tunnel. By converting the three-dimensional model into a two-dimensional axisymmetric model and using this model to simulate the aerodynamic effects of the train passing through the tunnel, the computational efficiency for simulating aerodynamic effects can be improved, and the solution time reduced. This, in turn, reduces the consumption of simulation resources.

[0099] Optionally, electronic devices include computers or servers, etc.

[0100] This disclosure provides a storage medium storing program instructions that, when executed, perform the method described above for simulating tunnel aerodynamic effects.

[0101] This disclosure provides a computer program product, which includes a computer program stored on a computer-readable storage medium. The computer program includes program instructions that, when executed by a computer, cause the computer to perform the above-described method for simulating tunnel aerodynamic effects.

[0102] The aforementioned computer-readable storage medium may be a transient computer-readable storage medium or a non-transitory computer-readable storage medium.

[0103] The technical solutions of this disclosure can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes one or more instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the method described in this disclosure. The aforementioned storage medium can be a non-transitory storage medium, including: a USB flash drive, a portable hard drive, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk, and other media capable of storing program code; it can also be a transient storage medium.

[0104] The foregoing description and accompanying drawings fully illustrate embodiments of this disclosure to enable those skilled in the art to practice them. Other embodiments may include structural, logical, electrical, procedural, and other changes. The embodiments represent only possible variations. Individual components and functions are optional unless explicitly required, and the order of operation may vary. Parts and features of some embodiments may be included in or replace parts and features of other embodiments. Moreover, the terminology used in this application is for describing embodiments only and is not intended to limit the claims. As used in the description of embodiments and claims, the singular forms “a,” “an,” and “the” are intended to equally include the plural forms unless the context clearly indicates otherwise. Similarly, the term “and / or” as used in this application means including one or more of the associated listed items and all possible combinations thereof. Additionally, when used in this application, the term "comprise" and its variations "comprises" and / or "comprising" refer to the presence of stated features, integrals, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components, and / or groups thereof. Without further limitations, an element defined by the phrase "comprises a..." does not exclude the presence of other identical elements in the process, method, or apparatus that includes said element. In this document, each embodiment may focus on the differences from other embodiments, and similar or identical parts between embodiments can be referred to mutually. For methods, products, etc., disclosed in the embodiments, if they correspond to the method section disclosed in the embodiments, the relevant parts can be referred to the description of the method section.

[0105] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of the embodiments of this disclosure. Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0106] The methods and products (including but not limited to devices and equipment) disclosed in the embodiments herein can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For instance, the division of units may be merely a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the shown or discussed units may be through some interfaces, and the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of the units may be selected to implement this embodiment according to actual needs. Furthermore, the functional units in the embodiments of this disclosure may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0107] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to embodiments of this disclosure. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. In some alternative implementations, the functions marked in the blocks may occur in a different order than that shown in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. In the descriptions corresponding to the flowcharts and block diagrams in the accompanying drawings, the operations or steps corresponding to different blocks may also occur in a different order than disclosed in the description, and sometimes there is no specific order between different operations or steps. For example, two consecutive operations or steps may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. Each block in a block diagram and / or flowchart, and combinations of blocks in a block diagram and / or flowchart, can be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions.

Claims

1. A method for simulating tunnel aerodynamic effects, characterized in that, include: Obtain 3D models of trains and tunnels; Obtain the two-dimensional axisymmetric model corresponding to the three-dimensional model of the train and tunnel; The two-dimensional axisymmetric model is imported into a preset simulation software to simulate the aerodynamic effects of the tunnel. The process of obtaining a two-dimensional axisymmetric model from the three-dimensional model of the train and tunnel includes: converting the three-dimensional model of the train and tunnel into an equivalent three-dimensional body of revolution model according to the principle of equal volume per unit cross section; dividing the equivalent three-dimensional body of revolution model into four equal parts according to the central axis of the equivalent three-dimensional body of revolution model; and importing one-quarter of the equivalent three-dimensional body of revolution model into a preset mesh discretization software for mesh generation to obtain a two-dimensional axisymmetric model. The equivalent three-dimensional rotating body model includes an equivalent train model and an equivalent tunnel model. A quarter of the equivalent three-dimensional rotating body model is imported into a preset mesh discretization software for mesh generation to obtain a two-dimensional axisymmetric model. This includes: placing a quarter of the equivalent train model in an overlapping mesh within the mesh discretization software, and placing a quarter of the equivalent tunnel model in a background mesh within the mesh discretization software; the overlapping mesh is used to drive the movement of the equivalent train model; determining the surface to be calculated of the equivalent train model, obtaining mesh size parameters and surface prism layer parameters of the equivalent train model; setting the mesh discretization software according to the mesh size parameters and the train surface prism layer parameters, and marking the surface to be calculated with a two-dimensional mesh to generate a two-dimensional mesh; setting the first coordinate axis of the two-dimensional mesh as the rotation axis to obtain the two-dimensional axisymmetric model.

2. The method according to claim 1, characterized in that, The two-dimensional axisymmetric model is imported into a preset simulation software to simulate tunnel aerodynamic effects, including: The velocity of the overlapping mesh is determined, and pressure monitoring points are established in the two-dimensional axisymmetric model using the simulation software. Determine the boundary conditions, computational domain, and solution parameters; The simulation software is configured according to the velocity of the overlapping mesh, the boundary conditions, the computational domain, and the solution parameters to simulate the aerodynamic effects of the tunnel.

3. The method according to claim 2, characterized in that, Using the simulation software, pressure monitoring points are established in the two-dimensional axisymmetric model, including: Obtain the spatial coordinates of the location to be measured; The spatial coordinates are input into the simulation software to establish pressure monitoring points.

4. The method according to claim 2, characterized in that, After importing the two-dimensional axisymmetric model into preset simulation software for tunnel aerodynamic effect simulation, the method further includes: Acquire the first pressure monitoring data of the pressure monitoring point during the tunnel aerodynamic effect simulation; The first pressure monitoring data, the preset second pressure monitoring data, and the preset third pressure monitoring data are compared to obtain the comparison results; wherein, the preset second pressure monitoring data is the pressure monitoring data when performing aerodynamic effect simulation on the equivalent three-dimensional rotating body model at the pressure monitoring point, and the preset third pressure monitoring data is the pressure monitoring data when performing aerodynamic effect simulation on the three-dimensional model of the train and tunnel at the pressure monitoring point.

5. A device for simulating tunnel aerodynamic effects, characterized in that, include: The first acquisition module is configured to acquire 3D models of the train and tunnel. The second acquisition module is configured to acquire a two-dimensional axisymmetric model corresponding to the three-dimensional model of the train and tunnel. The simulation module is configured to import the two-dimensional axisymmetric model into preset simulation software to simulate tunnel aerodynamic effects. The second acquisition module is configured to acquire a two-dimensional axisymmetric model based on the three-dimensional model of the train and tunnel in the following manner: converting the three-dimensional model of the train and tunnel into an equivalent three-dimensional solid of revolution model according to the principle of equal volume per unit cross section; dividing the equivalent three-dimensional solid of revolution model into four equal parts according to the central axis of the equivalent three-dimensional solid of revolution model; importing one-quarter of the equivalent three-dimensional solid of revolution model into a preset mesh discretization software for mesh generation to obtain a two-dimensional axisymmetric model; The equivalent three-dimensional rotating body model includes an equivalent train model and an equivalent tunnel model. The second acquisition module is configured to import one-quarter of the equivalent three-dimensional rotating body model into a preset mesh discretization software for mesh generation to obtain a two-dimensional axisymmetric model: placing one-quarter of the equivalent train model in an overlapping mesh in the mesh discretization software and placing one-quarter of the equivalent tunnel model in a background mesh in the mesh discretization software; the overlapping mesh is used to drive the equivalent train model to move; determining the surface to be calculated of the equivalent train model, obtaining the mesh size parameters and the surface prism layer parameters of the equivalent train model; setting the mesh discretization software according to the mesh size parameters and the train surface prism layer parameters, and marking the surface to be calculated with a two-dimensional mesh to generate a two-dimensional mesh; setting the first coordinate axis of the two-dimensional mesh as the rotation axis to obtain a two-dimensional axisymmetric model.

6. An apparatus for simulating tunnel aerodynamic effects, comprising a processor and a memory storing program instructions, characterized in that, The processor is configured to, when running the program instructions, execute the method for simulating tunnel aerodynamic effects as described in any one of claims 1 to 4.

7. An electronic device, characterized in that, include: The electronic device itself; The device for simulating tunnel aerodynamic effects as described in claim 5 or 6 is mounted on the electronic device body.

8. A storage medium storing program instructions, characterized in that, When the program instructions are executed, they perform the method for simulating tunnel aerodynamic effects as described in any one of claims 1 to 4.

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