Train-tunnel coupling aerodynamic effect alleviating method, device, equipment and medium

Abstract

Embodiments of the present application provide a train-tunnel coupled aerodynamic effect mitigation method, device, equipment and medium. The method comprises obtaining a train-tunnel coupled aerodynamic characteristic numerical simulation model; determining a train surface and a tunnel surface suction active control area based on the train-tunnel coupled aerodynamic characteristic numerical simulation model, and determining a train arrival minimum opening suction distance suction time; based on the correspondence between the initial compression wave and the microbarom wave extreme value and the suction speed of the suction active control area at different train speeds, a flow rate control database center is constructed; the flow rate control database center retrieves the suction mode and the suction speed value according to the train speed instruction sent by the train; the air pump control system adjusts the operating state of the fan according to the suction mode and the suction speed value transmitted by the flow rate control database center, so as to mitigate the train-tunnel coupled aerodynamic effect. Based on this, the embodiments of the present application can mitigate the train-tunnel coupled aerodynamic effect.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of tunnel aerodynamic effect, and in particular to a train-tunnel coupled aerodynamic effect mitigation method, device, equipment and medium. BACKGROUND

[0002] When the train passes through the tunnel, with the increase of train running speed, the train-tunnel coupled aerodynamic effect is intensified, which has a great negative impact on train operation economy, safety, comfort and tunnel structure safety, especially when running in a long tunnel, not only strong micro-pressure waves will be formed at the tunnel exit, strong blasting sound will be produced in a certain frequency range, resulting in that the residents near the tunnel exit are disturbed by strong noise and the buildings are subjected to strong impact, and infrasound waves of certain frequencies are extremely harmful to the human body, which can easily resonate with human organs, causing dizziness, vomiting, loss of balance, and even deafness, coma and mental disorders; in addition, the increase of air resistance will lead to increased energy consumption, heat accumulation and temperature rise in the tunnel, which poses new challenges to energy saving and environmental protection. Therefore, how to mitigate the train-tunnel coupled aerodynamic effect has become a technical problem to be solved. SUMMARY

[0003] The main purpose of the embodiment of the present application is to provide a train-tunnel coupled aerodynamic effect mitigation method, device, equipment and medium, which can change the turbulent flow field structure around the train and the tunnel, weaken the initial compression wave formed when the train head is about to enter the tunnel, so as to weaken the micro-pressure wave formed by the radiation of a small part of the initial compression wave outside the tunnel exit end, and actively control and mitigate the train-tunnel coupled aerodynamic effect.

[0004] To achieve the above purpose, the first aspect of the embodiment of the present application provides a train-tunnel coupled aerodynamic effect mitigation method applied to a train-tunnel coupled aerodynamic effect mitigation system, wherein the train-tunnel coupled aerodynamic effect mitigation system comprises a train automatic control system, a tunnel entrance front end identification induction system, a flow rate control database center, an air pump control system, an air suction system and a flow valve speed regulation system, and the method comprises:

[0005] obtaining a train-tunnel coupled aerodynamic characteristic numerical simulation model;

[0006] determining an air suction active control area of a train surface and a tunnel surface based on the train-tunnel coupled aerodynamic characteristic numerical simulation model, and determining an air suction time when the train reaches a minimum opening air suction distance;

[0007] constructing the flow rate control database center based on the corresponding relationship between the initial compression wave and the micro-pressure wave extreme value and the air suction speed of the air suction active control area at different train speeds;

[0008] The flow rate control database center retrieves the air intake mode and the air intake speed value according to the train speed instruction sent by the train;

[0009] The air pump control system adjusts the operation state of the fan according to the air intake mode and the air intake speed value transmitted by the flow rate control database center, so as to alleviate the train-tunnel coupled aerodynamic effect.

[0010] In some embodiments, the flow rate control database center is constructed based on the correspondence between the maximum values of the initial compression wave and the microbaric wave and the air intake speed of the air intake active control area at different train speeds, comprising:

[0011] The maximum values of the initial compression wave and the microbaric wave are obtained by numerical simulation calculation through the train-tunnel coupled aerodynamic characteristic numerical simulation model;

[0012] The correspondence between the maximum values of the initial compression wave and the microbaric wave and the air intake speed of the air intake active control area at different train speeds is established;

[0013] The flow rate control database is obtained based on the correspondence;

[0014] The flow rate control database center is constructed based on the flow rate control database.

[0015] In some embodiments, the tunnel entrance front-end recognition sensing system is used to recognize the train speed instruction and the distance instruction sent by the train, the train speed instruction is used to represent the train speed, and the distance instruction is used to represent the distance between the train nose point and the tunnel entrance when the train is about to enter the tunnel.

[0016] In some embodiments, the air pump control system adjusts the operation state of the fan according to the air intake mode and the air intake speed value transmitted by the flow rate control database center, comprising:

[0017] The air pump control system receives the air intake mode and the air intake speed value transmitted by the flow rate control database center;

[0018] The air pump control system determines the fan steering instruction and the fan rotating speed instruction according to the air intake speed value;

[0019] The air pump control system sends the fan steering instruction to the fan, so that the fan rotates in the direction indicated by the fan steering instruction;

[0020] The air pump control system sends the fan rotating speed instruction to the fan, so that the fan rotates at the speed indicated by the fan rotating speed instruction.

[0021] In some embodiments, the method further comprises:

[0022] The air suction system controls the air suction of the active control area according to the air suction mode and the air suction speed value transmitted by the flow rate control database center, so as to alleviate the train-tunnel coupled aerodynamic effect.

[0023] In some embodiments, the method further comprises:

[0024] The flow valve speed regulation system finely adjusts the flow rate of each slot according to the air suction mode and the air suction speed value transmitted by the flow rate control database center, so as to alleviate the train-tunnel coupled aerodynamic effect.

[0025] In some embodiments, the active control area of the train surface includes a nose tip, a streamlined middle part and a streamlined top part.

[0026] To achieve the above object, a second aspect of the embodiment of the present application provides a train-tunnel coupled aerodynamic effect alleviating device, which comprises:

[0027] An acquisition module is configured to acquire a train-tunnel coupled aerodynamic characteristic numerical simulation model.

[0028] A determination module is configured to determine an active control area of a train surface and a tunnel surface based on the train-tunnel coupled aerodynamic characteristic numerical simulation model, and determine an air suction time when a train reaches a minimum opening air suction distance.

[0029] A construction module is configured to construct a flow rate control database center based on a corresponding relationship between an initial compression wave and a micro-pressure wave extreme value and an air suction speed of the active control area at different train speeds.

[0030] A calling module is configured to call an air suction mode and an air suction speed value by the flow rate control database center according to a train speed instruction sent by a train.

[0031] A control module is configured to adjust an operation state of a fan by an air pump control system according to the air suction mode and the air suction speed value transmitted by the flow rate control database center, so as to alleviate the train-tunnel coupled aerodynamic effect.

[0032] To achieve the above object, a third aspect of the embodiment of the present application provides an electronic device, which comprises a memory and a processor, the memory stores a computer program, and the processor implements the method of the first aspect when executing the computer program.

[0033] To achieve the above object, a fourth aspect of the embodiment of the present application provides a computer readable storage medium, which stores a computer program, and the computer program is executed by a processor to implement the method of the first aspect.

[0034] The train-tunnel coupling aerodynamic effect alleviation method, device, equipment and medium provided by the present application, wherein the train-tunnel coupling aerodynamic effect alleviation method is applied to a train-tunnel coupling aerodynamic effect alleviation system, the train-tunnel coupling aerodynamic effect alleviation system includes a train automatic control system, a tunnel entrance front end identification induction system, a flow rate control database center, an air pump control system, an air suction system and a flow valve speed regulation system, a train-tunnel coupling aerodynamic characteristic numerical simulation model is obtained, the air suction active control area of the train surface and the tunnel surface is determined based on the train-tunnel coupling aerodynamic characteristic numerical simulation model, and the air suction time when the train reaches the minimum opening air suction distance is determined, the flow rate control database center is constructed based on the corresponding relationship between the initial compression wave and the micro-pressure wave extreme value and the air suction speed of the air suction active control area at different train speeds, the air suction mode and the air suction speed value are retrieved by the flow rate control database center according to the train speed instruction sent by the train, and the running state of the air blower is adjusted by the air pump control system according to the air suction mode and the air suction speed value transmitted by the flow rate control database center, so as to alleviate the train-tunnel coupling aerodynamic effect. The present application firstly analyzes the propagation characteristics of the initial compression wave in the tunnel, the formation mechanism and characteristics of the micro-pressure wave during the process of the train passing through the tunnel through the train-tunnel coupling aerodynamic characteristic numerical simulation model, accurately locates the special flow part, determines the air suction control area of the train surface and the tunnel surface and the opening air suction time, secondly, obtains the relationship between the initial compression wave and the micro-pressure wave extreme value, the train speed and the air suction speed of each part, and establishes the flow rate control database center, and finally, the air suction mode and the air suction speed value are retrieved by the flow rate control database center according to the train speed instruction sent by the train, and the air suction mode and the air suction speed value are transmitted to the air pump control system, and the running state of the air blower is adjusted according to the air suction mode and the air suction speed value, so as to alleviate the train-tunnel coupling aerodynamic effect. Based on this, the train-tunnel coupling aerodynamic effect alleviation method of the present application embodiment can change the turbulent flow field structure around the train and the tunnel, weaken the initial compression wave formed when the train head is about to enter the tunnel, so as to weaken the micro-pressure wave formed by the small part of the initial compression wave radiated outward at the tunnel exit end, and actively control and alleviate the train-tunnel coupling aerodynamic effect. BRIEF DESCRIPTION OF DRAWINGS

[0035] Figure 1 is the main flowchart of the train-tunnel coupling aerodynamic effect alleviation method provided by the present application embodiment;

[0036] Figure 2 is the schematic diagram of the initial compression wave and the micro-pressure wave generated when the train passes through the tunnel provided by the present application embodiment;

[0037] Figure 3 is the schematic diagram of the formation mechanism of the initial compression wave generated when the train enters the tunnel provided by the present application embodiment;

[0038] Figure 4 is a schematic diagram of the variation trend of the pressure amplitude of the tunnel surface measuring point with the length direction of the tunnel provided by the embodiment of the present application;

[0039] Figure 5A is a schematic diagram of the train surface active control area of air suction provided by the embodiment of the present application;

[0040] Figure 5B is a schematic diagram of the tunnel inner surface active control area of air suction provided by the embodiment of the present application;

[0041] Figure 6 is a sub-flow chart of the train-tunnel coupled aerodynamic effect alleviation method provided by the embodiment of the present application;

[0042] Figure 7 is a sub-flow chart of the train-tunnel coupled aerodynamic effect alleviation method provided by the embodiment of the present application;

[0043] Figure 8 is a structural schematic diagram of the train-tunnel coupled aerodynamic effect alleviation device provided by the embodiment of the present application;

[0044] Figure 9 is a hardware structural schematic diagram of the electronic device provided by the embodiment of the present application. DETAILED DESCRIPTION

[0045] In order to make the objectives, technical solutions and advantages of the present application clearer, the present application is further described in detail below in combination with the drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application, and are not used to limit the present application.

[0046] It should be noted that although the functional modules are divided in the device schematic diagram, and the logical order is shown in the flow chart, in some cases, the steps shown or described can be executed in a manner different from the module division in the device or the order in the flow chart. The terms "first", "second", etc. in the specification, claims and above-described drawings are used to distinguish similar objects, and do not necessarily describe a specific order or sequence.

[0047] The temperature rise, high energy consumption and noise interference have become the bottleneck of restricting the further speed of maglev train through long and large tunnel. The existing train-tunnel coupling aerodynamic effect mitigation measures are mainly based on train shape optimization and setting tunnel auxiliary facilities.(1) In the traditional optimization method, the train streamline head shape design mainly reduces the initial compression wave formed when the train initially enters the tunnel by increasing the length of the streamline or increasing the curvature radius, so that the microbarom wave formed by the radiation of a small part of the initial compression wave outside the tunnel exit end is weakened. However, this method can only be applied to the initial stage of train design, which increases the cycle and cost, and is gradually showing its limitations due to the constraints of human-machine space requirements, manufacturing process and design requirements. It is difficult to have new major breakthroughs, and the limitations of passive control methods such as head shape optimization and flow field are increasingly prominent.(2) In terms of setting tunnel auxiliary facilities, some buffer devices are usually designed at the tunnel entrance or vertical shafts are designed inside the tunnel to slow down the initial compression wave, so that the train-tunnel coupling aerodynamic effect is mitigated. However, this measure involves a large amount of engineering construction cost, and in the complex and harsh conditions of mountainous areas, it will bring great difficulties and design cost to the engineering team, so the limitations of setting tunnel auxiliary facilities are increasingly prominent.

[0048] To solve the technical problems existing in the prior art, the embodiment of the present application provides a train-tunnel coupled aerodynamic effect alleviation method, device, equipment and medium, wherein the train-tunnel coupled aerodynamic effect alleviation method is applied to a train-tunnel coupled aerodynamic effect alleviation system, the train-tunnel coupled aerodynamic effect alleviation system includes a train automatic control system, a tunnel entrance front end identification induction system, a flow rate control database center, an air pump control system, an air suction system and a flow valve speed regulation system, a train-tunnel coupled aerodynamic characteristic numerical simulation model is obtained, a train surface and a tunnel surface air suction active control area is determined based on the train-tunnel coupled aerodynamic characteristic numerical simulation model, and an air suction time when the train reaches a minimum opening air suction distance is determined, a flow rate control database center is constructed based on a corresponding relationship between an initial compression wave and a micro air pressure wave extreme value and an air suction speed of the air suction active control area at different train speeds, the flow rate control database center retrieves an air suction mode and an air suction speed value according to a train speed instruction sent by the train, and the air pump control system adjusts the operation state of the air blower according to the air suction mode and the air suction speed value transmitted by the flow rate control database center, so as to alleviate the train-tunnel coupled aerodynamic effect. The present application firstly analyzes the propagation characteristics of the initial compression wave in the tunnel, the formation mechanism and characteristics of the micro air pressure wave during the train passing through the tunnel by using the train-tunnel coupled aerodynamic characteristic numerical simulation model, accurately locates the special flow part, determines the air suction control area of the train surface and the tunnel surface and the opening air suction time, secondly, obtains the relationship between the initial compression wave and the micro air pressure wave extreme value, the train speed and the air suction speed of each part, and establishes the flow rate control database center, and finally, the flow rate control database center retrieves the air suction mode and the air suction speed value according to the train speed instruction sent by the train, and transmits the air suction mode and the air suction speed value to the air pump control system, and the air pump control system adjusts the operation state of the air blower according to the air suction mode and the air suction speed value, so as to alleviate the train-tunnel coupled aerodynamic effect. Based on this, the train-tunnel coupled aerodynamic effect alleviation method of the embodiment of the present application can change the turbulent flow field structure around the train and the tunnel, weaken the initial compression wave formed when the train head is about to enter the tunnel, so as to weaken the micro air pressure wave formed by the small part of the initial compression wave radiated outward at the tunnel exit end, and actively control and alleviate the train-tunnel coupled aerodynamic effect.

[0049] The train-tunnel coupled aerodynamic effect alleviation method, device, equipment and medium provided by the embodiment of the present application are described in detail through the following embodiments. First, the train-tunnel coupled aerodynamic effect alleviation method in the embodiment of the present application is described.

[0050] Figure 1 is an optional flowchart of the train-tunnel coupled aerodynamic effect alleviation method provided by the embodiment of the present application, Figure 1 The method in the embodiment of the present application may, but is not limited to, include steps S101 to S105.

[0051] Step S101, obtaining a train-tunnel coupled aerodynamic characteristic numerical simulation model;

[0052] Step S102, determining a train surface and a tunnel surface suction active control region based on the train-tunnel coupled aerodynamic characteristic numerical simulation model, and determining a train arrival minimum opening suction distance suction time;

[0053] Step S103, constructing a flow rate control database center based on the initial compression wave and the micro-pressure wave extreme value and the corresponding relationship of the suction active control region suction speed at different train speeds;

[0054] Step S104, the flow rate control database center retrieves the suction mode and suction speed value according to the train speed instruction sent by the train;

[0055] Step S105, the air pump control system adjusts the operating state of the fan according to the suction mode and suction speed value transmitted by the flow rate control database center to relieve the train-tunnel coupled aerodynamic effect.

[0056] In some embodiments, the train-tunnel coupled aerodynamic effect relieving method can be applied to a train-tunnel coupled aerodynamic effect relieving system, wherein the train-tunnel coupled aerodynamic effect relieving system includes a train automatic control system, a tunnel entrance front end identification induction system, a flow rate control database center, an air pump control system, a suction system, and a flow valve speed regulation system.

[0057] In some embodiments, a train-tunnel coupled aerodynamic characteristic numerical simulation model is established to explore the propagation characteristics of the initial compression wave in the tunnel during the train passing through the tunnel, and the formation mechanism and characteristics of the micro-pressure wave, accurately locate the special flow part, and determine the train surface and tunnel surface suction active control region, for example, open a suction groove in the train surface and the tunnel inner annular surface specific region.

[0058] The train-tunnel coupled aerodynamic effect relieving method can be applied to a train-tunnel coupled aerodynamic effect relieving system, wherein the train-tunnel coupled aerodynamic effect relieving system includes a train automatic control system, a tunnel entrance front end identification induction system, a flow rate control database center, an air pump control system, a suction system, and a flow valve speed regulation system. Figure 2 The train-tunnel coupled aerodynamic effect relieving method can be applied to a train-tunnel coupled aerodynamic effect relieving system, wherein the train-tunnel coupled aerodynamic effect relieving system includes a train automatic control system, a tunnel entrance front end identification induction system, a flow rate control database center, an air pump control system, a suction system, and a flow valve speed regulation system. Figure 3 The train-tunnel coupled aerodynamic effect relieving method can be applied to a train-tunnel coupled aerodynamic effect relieving system, wherein the train-tunnel coupled aerodynamic effect relieving system includes a train automatic control system, a tunnel entrance front end identification induction system, a flow rate control database center, an air pump control system, a suction system, and a flow valve speed regulation system. Figure 3 The train-tunnel coupled aerodynamic effect relieving method can be applied to a train-tunnel coupled aerodynamic effect relieving system, wherein the train-tunnel coupled aerodynamic effect relieving system includes a train automatic control system, a tunnel entrance front end identification induction system, a flow rate control database center, an air pump control system, a suction system, and a flow valve speed regulation system. Figure 3 The train-tunnel coupled aerodynamic effect relieving method can be applied to a train-tunnel coupled aerodynamic effect relieving system, wherein the train-tunnel coupled aerodynamic effect relieving system includes a train automatic control system, a tunnel entrance front end identification induction system, a flow rate control database center, an air pump control system, a suction system, and a flow valve speed regulation system. Figure 5AThe slot1 position shown is about to enter the tunnel, and the compression wave generated at the train head begins to propagate. The pressure at the tunnel surface measurement point has increased, and point a represents the initial compression wave front, referred to as the generation section. At time b, the streamlined part of the train head, such as Figure 5A The slot2 position shown passes through the measurement point, and point b represents a continuously increasing pressure, and the initial compression wave continues to form, referred to as the friction section. At time c, the long tail end of the nose of the train head, such as Figure 5A When the slot3 position shown runs to the measurement point, the compression wave generated propagates to the point to make the pressure increase to a maximum value, and point c represents the initial compression wave tail. The a-b-c section is the initial compression wave generated when the train enters the tunnel entrance.

[0059] By comparing the pressure amplitude of the tunnel surface measurement point with different train speeds passing through the tunnel, as shown in Figure 4 Compared with the surface pressure amplitude at other positions, a significant cliff-like decrease occurs at a position one streamlined length of the train body away from the tunnel entrance and exit. Since heat accumulates in the middle of the tunnel during the train's passage through the tunnel, the above three positions are defined as special positions.

[0060] According to the precise positioning of special flow parts in the train-tunnel coupled aerodynamic characteristic numerical simulation model, the formation mechanism and development law of the initial compression wave and the variation law of the pressure amplitude of the tunnel surface measurement point with the tunnel length direction are determined based on the above summary, and the train surface and tunnel surface suction control areas are determined. The a, b, and c positions in the initial compression wave propagation law curve, as well as the positions one streamlined length of the train body away from the tunnel entrance and exit and the middle of the tunnel, are used to precisely position the special flow parts strongly associated with the initial compression wave. For example: the nose tip of the train head, the transition section in the middle of the streamlined train head, and the area in front of the transition position between the streamlined train head and the constant cross-section train body. The special positions of the tunnel surface annular area include the position one streamlined length of the train body away from the tunnel entrance, the middle of the tunnel, and the position one streamlined length of the train body away from the tunnel exit, respectively, as shown in Figure 5B The slot4 position, the slot5 position, and the slot6 position.

[0061] In some embodiments, by numerical simulation calculation, the relationship between the maximum values of the initial compression wave and the micro-pressure wave and the train speed and the suction speed of each part is established, and a database is constructed to provide a basis for issuing instructions in the active control mode.

[0062] In some embodiments, for positioning special flow parts: a train-tunnel coupled aerodynamic characteristic numerical simulation model is established using numerical simulation methods to determine the propagation characteristics of the initial compression wave in the tunnel and the formation mechanism and characteristics of the micro-pressure wave during the train's passage through the tunnel, and to precisely position the special flow parts.

[0063] In some embodiments, for determining the active suction control region and time: different ranges of surface suction control regions are set near the train model and the special flow part of the tunnel surface, and the train speed and the distance between the train nose point and the tunnel entrance when the train is about to enter the tunnel are accurately identified by the tunnel entrance front-end identification sensing system. The analysis of the mitigation effect of different suction modes of train-tunnel coupled aerodynamic effects under different distances of the train about to enter the tunnel entrance is carried out, and the suction control region with mitigation effect and the time when the train reaches the minimum opening suction distance are determined.

[0064] In some embodiments, for establishing the flow rate control database: the relationship between the maximum and minimum values of the initial compression wave and the micro-pressure wave and the suction speed of each control region under different running speeds and different times is obtained, and a database for issuing mode instruction is established, that is, the flow rate control database center.

[0065] In some embodiments, the tunnel entrance front-end identification sensing system is used to identify the train speed instruction and the distance instruction, wherein the train speed instruction is used to represent the train speed, and the distance instruction is used to represent the distance between the train nose point and the tunnel entrance when the train is about to enter the tunnel.

[0066] In some embodiments, for air pump flow rate control: when the train automatic control system issues the train speed instruction, the train speed V is transmitted to the flow rate control database center, and the suction mode and suction speed value v of each part with train-tunnel coupled aerodynamic effect mitigation effect under the train speed are retrieved; the flow rate control data center transmits the suction mode and suction speed data value v to the air pump control system, and the air pump control system issues the fan steering and speed instruction to the fan to achieve the specified blowing or suction mode and flow rate.

[0067] In some embodiments, for slot speed accurate adjustment: the flow rate valve speed regulation system will accurately adjust the flow rate of each slot according to the suction speed value v obtained from the flow rate control data center, to ensure that the speed of each slot reaches the accurate speed value.

[0068] In some embodiments, first, the propagation characteristics of the initial compression wave in the tunnel, the formation mechanism and characteristics of the micro-pressure wave during the train passing through the tunnel are analyzed, the special flow part is accurately positioned, and the train surface and tunnel surface suction control region and opening suction time are determined; secondly, the relationship between the maximum and minimum values of the initial compression wave and the micro-pressure wave and the train speed, the suction speed of each part is obtained, and a database for issuing mode instruction is established; finally, a high-speed train-tunnel coupled aerodynamic effect mitigation system based on train surface and tunnel surface suction is constructed. The train-tunnel coupled aerodynamic effect mitigation system is composed of six subsystems, including: train automatic control system, tunnel entrance front-end identification sensing system, flow rate control database center, air pump control system, suction system, flow rate valve speed regulation system, wherein the flow rate valve speed regulation system can be used for two-stage speed regulation to realize accurate control.

[0069] The present application firstly analyzes the propagation characteristics of the initial compression wave in the tunnel during the train passing through the tunnel process, and the formation mechanism and characteristics of the micro-pressure wave, accurately locates the special flow part, determines the air suction control area of the train surface and the tunnel surface and the opening air suction time through the train-tunnel coupled aerodynamic characteristic numerical simulation model; secondly, the maximum value of the initial compression wave and the micro-pressure wave is obtained, and the relationship between the speed and the air suction speed of each part is obtained, and a flow speed control database center is established; finally, the air suction mode and the air suction speed value are retrieved from the flow speed control database center according to the train speed command sent by the train speed control database center, and the air suction mode and the air suction speed value are transmitted to the air pump control system, and the air pump control system adjusts the operation state of the fan according to the air suction mode and the air suction speed value, so as to relieve the train-tunnel coupled aerodynamic effect. Based on this, the train-tunnel coupled aerodynamic effect relieving method of the embodiment of the present application can change the turbulent flow field structure in the train and the tunnel, weaken the initial compression wave formed when the train head is about to enter the tunnel, so as to weaken the micro-pressure wave formed by the small part of the initial compression wave radiated outward at the tunnel exit, and actively control and relieve the train-tunnel coupled aerodynamic effect.

[0070] Please refer to Figure 6 In some embodiments, step S103 can include but is not limited to steps S601 to S604:

[0071] Step S601, numerical simulation calculation is performed through a train-tunnel coupled aerodynamic characteristic numerical simulation model, and the maximum value of the initial compression wave and the micro-pressure wave is obtained;

[0072] Step S602, a corresponding relationship formula of the maximum value of the initial compression wave and the micro-pressure wave and the air suction speed of the active control area under different train speeds is established;

[0073] Step S603, a flow speed control database is obtained based on the corresponding relationship formula;

[0074] Step S604, a flow speed control database center is constructed based on the flow speed control database.

[0075] In some embodiments, numerical simulation calculation is performed through a train-tunnel coupled aerodynamic characteristic numerical simulation model, the maximum value of the initial compression wave and the micro-pressure wave is obtained, a corresponding relationship formula of the maximum value of the initial compression wave and the micro-pressure wave and the air suction speed of the active control area under different train speeds is established, a flow speed control database is obtained based on the corresponding relationship formula, the flow speed control database is a database that can be used for mode instruction release, and a flow speed control database center is constructed based on the flow speed control database, so as to retrieve the air suction mode and the air suction speed value v of each part having the train-tunnel coupled aerodynamic effect relieving effect under different train speeds from the flow speed control database center, so as to achieve the effect of relieving the train-tunnel coupled aerodynamic effect.

[0076] Referring to Figure 7 In some embodiments, step S105 can include, but is not limited to, steps S701-S704:

[0077] In step S701, the air pump control system receives the inhalation mode and inhalation speed value transmitted by the flow rate control database center;

[0078] In step S702, the air pump control system determines the fan steering instruction and the fan speed instruction according to the inhalation speed value;

[0079] In step S703, the air pump control system sends the fan steering instruction to the fan to make the fan rotate in the direction indicated by the fan steering instruction;

[0080] In step S704, the air pump control system sends the fan speed instruction to the fan to make the fan rotate at the speed indicated by the fan speed instruction.

[0081] In some embodiments, the air pump control system receives the inhalation mode and inhalation speed value transmitted by the flow rate control database center, determines the fan steering instruction and the fan speed instruction according to the inhalation speed value, sends the fan steering instruction and the fan speed instruction to the fan, and the fan rotates in the direction indicated by the fan steering instruction and at the speed indicated by the fan speed instruction, so that when the train passes through the tunnel, the local or global turbulent flow field in the tunnel is changed, and the purpose of relieving the train-tunnel coupled aerodynamic effect is achieved.

[0082] In some embodiments, the inhalation system inhales the active control area according to the inhalation mode and inhalation speed value transmitted by the flow rate control database center, so that when the train passes through the tunnel, the local or global turbulent flow field in the tunnel is changed, and the purpose of relieving the train-tunnel coupled aerodynamic effect is achieved.

[0083] In some embodiments, the flow valve speed regulation system finely adjusts the flow rate of each slot according to the inhalation mode and inhalation speed value transmitted by the flow rate control database center, that is, through the secondary speed regulation of the flow valve speed regulation system, precise regulation is realized, so that when the train passes through the tunnel, the local or global turbulent flow field in the tunnel is changed, and the purpose of relieving the train-tunnel coupled aerodynamic effect is achieved.

[0084] Referring to Figure 8 The embodiment of the present application also provides a train-tunnel coupled aerodynamic effect relieving device, which can realize the above-mentioned train-tunnel coupled aerodynamic effect relieving method, and the device comprises:

[0085] The acquisition module 810 is configured to acquire a train-tunnel coupled aerodynamic characteristic numerical simulation model;

[0086] The determining module 820 is configured to determine the active suction control area of the train surface and the tunnel surface based on the train-tunnel coupled aerodynamic characteristic numerical simulation model, and determine the suction time when the train reaches the minimum opening suction distance.

[0087] The constructing module 830 is configured to construct a flow rate control database center based on the correspondence between the initial compression wave and the micro-pressure wave extreme value and the suction speed of the active suction control area at different train speeds.

[0088] The calling module 840 is configured to call the suction mode and the suction speed value by the flow rate control database center according to the train speed instruction sent by the train.

[0089] The control module 850 is configured to adjust the operation state of the fan according to the suction mode and the suction speed value transmitted by the flow rate control database center, so as to alleviate the train-tunnel coupled aerodynamic effect.

[0090] Based on this, the train-tunnel coupled aerodynamic effect mitigation device provided in the embodiments of the present application obtains a train-tunnel coupled aerodynamic characteristic numerical simulation model; determines a train surface and a tunnel surface suction active control area based on the train-tunnel coupled aerodynamic characteristic numerical simulation model, and determines a train arrival minimum opening suction distance suction time; constructs a flow velocity control database center based on a correspondence relationship between an initial compression wave and a microbaromicrobaro wave maximum value and a suction speed of the suction active control area at different train speeds; a calling module 840 is configured to call a suction mode and a suction speed value from the flow velocity control database center according to a train speed instruction sent by the train; and a control module 850 is configured to adjust an operation state of a fan of an air pump control system according to the suction mode and the suction speed value transmitted by the flow velocity control database center, so as to mitigate the train-tunnel coupled aerodynamic effect. The train-tunnel coupled aerodynamic effect mitigation device provided in the embodiments of the present application can change a turbulent flow field structure in the train and the tunnel, weaken the initial compression wave formed when the train head is about to enter the tunnel, so that the microbaromicrobaro wave formed by a small part of the initial compression wave radiated outward at the tunnel exit end is weakened, and the train-tunnel coupled aerodynamic effect is mitigated through active control.

[0091] The specific embodiments of the train-tunnel coupled aerodynamic effect mitigation device are basically the same as the specific embodiments of the train-tunnel coupled aerodynamic effect mitigation method described above, and will not be described here again.

[0092] The embodiment of the present application also provides an electronic device, which comprises a memory and a processor, the memory stores a computer program, and the processor implements the train-tunnel coupled aerodynamic effect relieving method when executing the computer program.

[0093] Please refer to Figure 9 , Figure 9 The hardware structure of the electronic device of another embodiment is illustrated, and the electronic device comprises:

[0094] The processor 901 can be implemented in a manner of a general CPU (Central Processing Unit), a microprocessor, an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits, and is used for executing a related program to implement the technical solutions provided by the embodiment of the present application.

[0095] The memory 902 can be implemented in the form of a read-only memory (ROM), a static storage device, a dynamic storage device, or a random access memory (RAM), etc. The memory 902 can store an operating system and other application programs. When the technical solutions provided by the train-tunnel coupled aerodynamic effect mitigation method of the embodiments of the present specification are implemented by software or firmware, the related program codes are stored in the memory 902 and are called and executed by the processor 901 to implement the train-tunnel coupled aerodynamic effect mitigation method, that is, by obtaining a train-tunnel coupled aerodynamic characteristic numerical simulation model; determining a train surface and a tunnel surface suction active control region based on the train-tunnel coupled aerodynamic characteristic numerical simulation model, and determining a train arrival minimum opening suction distance suction time; based on the correspondence between the initial compression wave and the microbarom wave extreme value and the suction speed of the suction active control region at different train speeds, a flow speed control database center is constructed; the flow speed control database center retrieves the suction mode and the suction speed value according to the train speed instruction sent by the train; and the air pump control system adjusts the operating state of the fan according to the suction mode and the suction speed value transmitted by the flow speed control database center, so as to mitigate the train-tunnel coupled aerodynamic effect. First, the train-tunnel coupled aerodynamic characteristic numerical simulation model is used to analyze the propagation characteristics of the initial compression wave in the tunnel, the formation mechanism and characteristics of the microbarom wave during the train passing through the tunnel, accurately locate the special flow part, determine the train surface and the tunnel surface suction control region and the opening suction time; secondly, the relationship between the initial compression wave and the microbarom wave extreme value and the train speed and the suction speed of each part is obtained, and a flow speed control database center is established; finally, the flow speed control database center retrieves the suction mode and the suction speed value according to the train speed instruction sent by the train, and transmits the suction mode and the suction speed value to the air pump control system, and the air pump control system adjusts the operating state of the fan according to the suction mode and the suction speed value, so as to mitigate the train-tunnel coupled aerodynamic effect. Based on this, the train-tunnel coupled aerodynamic effect mitigation method of the embodiments of the present application can change the turbulent flow field structure around the train and the tunnel, weaken the initial compression wave formed when the train head is about to enter the tunnel, so that the microbarom wave formed by the small part of the initial compression wave radiated outward at the tunnel exit end is weakened, and the train-tunnel coupled aerodynamic effect is actively controlled and mitigated.

[0096] The input / output interface 903 is used to realize information input and output.

[0097] The communication interface 904 is used to realize the communication interaction between the device and other devices, which can realize communication through wired mode (such as USB, network cable, etc.) or wireless mode (such as mobile network, WIFI, Bluetooth, etc.).

[0098] A bus transmits information between various components (for example, the processor 901, the memory 902, the input / output interface 903, and the communication interface 904) of the device.

[0099] The processor 901, the memory 902, the input / output interface 903, and the communication interface 904 are communicatively connected to each other inside the device through the bus.

[0100] The embodiment of the present application also provides a computer readable storage medium, which stores a computer program, and the computer program is executed by a processor to implement the train-tunnel coupling aerodynamic effect alleviating method.

[0101] The memory is a non-transitory computer readable storage medium, and can be used to store non-transitory software programs and non-transitory computer executable programs. In addition, the memory can include a high-speed random access memory, and can also include a non-transitory memory, such as at least one magnetic disk storage device, a flash memory device, or other non-transitory solid-state memory device. In some embodiments, the memory can optionally include a memory remotely arranged relative to the processor, and the remote memory can be connected to the processor through a network. Examples of the network include but are not limited to the Internet, an intranet, a local area network, a mobile communication network, and a combination thereof.

[0102] The train-tunnel coupled aerodynamic effect mitigation method, the train-tunnel coupled aerodynamic effect mitigation device, the electronic device and the storage medium provided by the embodiment of the present application, by acquiring a train-tunnel coupled aerodynamic characteristic numerical simulation model; determining a train surface and a tunnel surface suction active control area based on the train-tunnel coupled aerodynamic characteristic numerical simulation model, and determining a train arrival minimum opening suction distance suction time; based on the correspondence between the initial compression wave and the micro-pressure wave extreme value and the suction speed of the suction active control area at different train speeds, a flow rate control database center is constructed; the flow rate control database center retrieves the suction mode and the suction speed value according to the train speed instruction sent by the train; the air pump control system adjusts the operating state of the fan according to the suction mode and the suction speed value transmitted by the flow rate control database center, so as to mitigate the train-tunnel coupled aerodynamic effect. The present application first analyzes the propagation characteristics of the initial compression wave in the tunnel, the formation mechanism and characteristics of the micro-pressure wave during the train passing through the tunnel process through the train-tunnel coupled aerodynamic characteristic numerical simulation model, accurately locates the special flow part, determines the train surface and the tunnel surface suction control area and the opening suction time; secondly, the relationship between the initial compression wave and the micro-pressure wave extreme value and the speed, the suction speed of each part is obtained, and the flow rate control database center is established; finally, the flow rate control database center retrieves the suction mode and the suction speed value according to the train speed instruction sent by the train, and transmits the suction mode and the suction speed value to the air pump control system, and the air pump control system adjusts the operating state of the fan according to the suction mode and the suction speed value, so as to mitigate the train-tunnel coupled aerodynamic effect. Based on this, the train-tunnel coupled aerodynamic effect mitigation method of the embodiment of the present application can change the turbulent flow field structure in the train and the tunnel, weaken the initial compression wave formed when the train head is about to enter the tunnel, so that the micro-pressure wave formed by the small part of the initial compression wave radiated outward at the tunnel exit end is weakened, and the train-tunnel coupled aerodynamic effect is actively controlled and mitigated.

[0103] Those skilled in the art can understand that all or some of the steps in the method disclosed above can be implemented by software, firmware, hardware, and appropriate combinations thereof. Some or all physical components can be implemented as software executed by a processor, such as a central processing unit, a digital signal processor, or a microprocessor, or as hardware, or as an integrated circuit, such as an application specific integrated circuit. Such software can be distributed on a computer readable medium, which can include computer storage media (or non-transitory media) and communication media (or transitory media). As known to those skilled in the art, the term computer storage media includes volatile and non-volatile, removable and non-removable media implemented in any method or technology for storage of information such as computer readable programs, data structures, program modules or other data. Computer storage media includes, but is not limited to, RAM, ROM, EEPROM, flash memory or other memory technology, CD-ROM, digital versatile disks (DVD) or other optical disk storage, magnetic cassettes, magnetic tapes, magnetic disk storage or other magnetic storage devices, or any other medium that can be used to store desired information and can be accessed by a computer. In addition, as known to those skilled in the art, communication media generally includes computer readable programs, data structures, program modules or other data in modulated data signals such as carrier waves or other transmission mechanisms, and can include any information delivery medium.

[0104] The embodiments described in the embodiments of the present application are intended to more clearly illustrate the technical solutions of the embodiments of the present application, and do not constitute a limitation on the technical solutions provided by the embodiments of the present application. Those skilled in the art can know that the technical solutions provided by the embodiments of the present application are also applicable to similar technical problems as technology evolves and new application scenarios appear.

[0105] Those skilled in the art can understand that the technical solutions shown in the figures do not constitute a limitation on the embodiments of the present application, and can include more or fewer steps than shown in the figures, or combine some steps or different steps.

[0106] The device embodiments described above are only schematic, and units described as separate components can or can not be physically separate, i.e. can be located in one place or distributed over multiple network units. Some or all of the modules can be selected according to actual needs to achieve the purpose of the embodiments of the present application.

[0107] Those skilled in the art can understand that all or some of the steps in the method disclosed above, the functional modules / units in the system and the device can be implemented as software, firmware, hardware, and appropriate combinations thereof.

[0108] The terms "first", "second", "third", "fourth", and the like in the description and in the claims of this application, if any, are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the use of the terms so termed is interchangeable under appropriate circumstances such that the embodiments of the application described herein are, for example, capable of efficient implementation irrespective of the terms of relative order employed, if any. Moreover, the terms "comprise", "have" and any variations thereof are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises, has or includes a list of elements is not necessarily limited to those elements, but can include other elements not expressly listed or inherent to such process, method, article, or apparatus.

[0109] It should be understood that, in the application, "at least one" means one or more, and "multiple" means two or more. "And / or" is used to describe the relationship between associated objects, which means that there can be three relationships, for example, "A and / or B" can mean that there are three cases: only A, only B, and A and B at the same time, where A and B can be singular or plural. The character " / " generally represents an "or" relationship between the associated objects. "At least one of the following" or similar expressions means any combination of these items, including any combination of single or multiple items. For example, at least one of a, b or c can mean a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, and c can be single or multiple.

[0110] In several embodiments provided by the application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only illustrative, for example, the division of the above-mentioned units is only a logical function division, and actual implementation can have another division manner, for example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the displayed or discussed objects can be indirect coupling or communication connection through some interfaces, devices or units, which can be electrical, mechanical or other forms.

[0111] The units described above as separate components can or can not be physically separated, and the components shown as units can or can not be physical units, i.e. they can be located in one place or distributed on multiple network units. Part or all of the units can be selected according to actual needs to achieve the purpose of the embodiment of the application.

[0112] In addition, each function unit in each embodiment of the present application can be integrated in one processing unit, or each unit can be physically present separately, or two or more units can be integrated in one unit. The integrated unit can be realized in the form of hardware or in the form of a software function unit.

[0113] If the integrated unit is realized in the form of a software function unit and sold or used as an independent product, it can be stored in a computer readable storage medium. Based on such understanding, the technical solutions of the present application, essentially or the part that contributes to the prior art, or all or part of the technical solutions can be embodied in the form of a software product. The computer software product is stored in a storage medium, and includes multiple instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the methods in each embodiment of the present application. The foregoing storage medium includes: a U disk, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk, and various program storage media.

[0114] The preferred embodiments of the embodiments of the present application are described above with reference to the accompanying drawings, and are not limited to the scope of the embodiments of the present application. Any modification, equivalent replacement and improvement made by those skilled in the art without departing from the scope and essence of the embodiments of the present application shall be within the scope of the embodiments of the present application.

Claims

1. A method of mitigating train-tunnel coupling aerodynamic effects, characterized in that, The application is applied to a train-tunnel coupled aerodynamic effect mitigation system, and the train-tunnel coupled aerodynamic effect mitigation system comprises a train automatic control system, a tunnel entrance front end identification induction system, a flow rate control database center, an air pump control system, an air suction system and a flow valve speed regulation system, and the method comprises the following steps: Obtaining a train-tunnel coupled aerodynamic characteristic numerical simulation model; Based on the train-tunnel coupled aerodynamic characteristic numerical simulation model, determining an air suction active control area of a train surface and a tunnel surface, and determining an air suction time when a train reaches a minimum opening air suction distance, wherein the air suction active control area of the train surface comprises a train nose tip, a streamlined middle part and a streamlined top part, and the air suction active control area of the tunnel surface comprises a position one train body streamlined length away from a tunnel entrance, a tunnel middle position and a position one train body streamlined length away from a tunnel exit; Based on a correspondence relationship between initial compression wave and micro-pressure wave maximum values and air suction speeds of the air suction active control area under different train speeds, the flow rate control database center is constructed; The flow rate control database center calls air suction modes and air suction speed values according to train speed instructions sent by a train; The air pump control system adjusts a running state of a fan according to the air suction modes and the air suction speed values transmitted by the flow rate control database center, and the flow valve speed regulation system finely adjusts flow rates of each slot according to the air suction modes and the air suction speed values transmitted by the flow rate control database center, so as to mitigate train-tunnel coupled aerodynamic effects.

2. The method of claim 1, wherein, The flow rate control database center is constructed based on a correspondence relationship between initial compression wave and micro-pressure wave maximum values and air suction speeds of the air suction active control area under different train speeds, and the method comprises the following steps: Numerical simulation calculation is performed through the train-tunnel coupled aerodynamic characteristic numerical simulation model, so as to obtain the initial compression wave and the micro-pressure wave maximum values; A corresponding relationship formula between the initial compression wave and the micro-pressure wave maximum values and the air suction speeds of the air suction active control area under different train speeds is established; The flow rate control database is obtained based on the corresponding relationship formula; The flow rate control database center is constructed based on the flow rate control database.

3. The method of claim 1, wherein, The tunnel entrance front end identification induction system is used for identifying train speed instructions and distance instructions sent by a train, the train speed instructions are used for representing train speeds, and the distance instructions are used for representing distances between a train nose tip point and a tunnel entrance when the train is about to enter the tunnel.

4. The method of claim 1, wherein, The air pump control system adjusts a running state of a fan according to the air suction modes and the air suction speed values transmitted by the flow rate control database center, and the method comprises the following steps: The air pump control system receives the air suction modes and the air suction speed values transmitted by the flow rate control database center; The air pump control system determines fan steering instructions and fan rotating speed instructions according to the air suction speed values; The air pump control system sends the fan steering instructions to the fan, so that the fan rotates in a direction indicated by the fan steering instructions; The air pump control system sends the fan speed instruction to the fan, so that the fan rotates at the speed indicated by the fan speed instruction.

5. The method of claim 4, wherein, The method further comprises: The air suction system suctions the active control area according to the air suction mode and the air suction speed value transmitted by the flow speed control database center, so as to relieve the train-tunnel coupled aerodynamic effect.

6. A train-tunnel coupling aerodynamic effect mitigation device, characterized in that, The device comprises: An acquisition module is configured to acquire a train-tunnel coupled aerodynamic characteristic numerical simulation model; A determination module is configured to determine an active control area of a train surface and a tunnel surface based on the train-tunnel coupled aerodynamic characteristic numerical simulation model, and determine an air suction time when the train reaches a minimum opening air suction distance, wherein the active control area of the train surface comprises a nose tip, a streamlined middle part and a streamlined top, and the active control area of the tunnel surface comprises a position one body streamlined length away from a tunnel entrance, a tunnel middle position and a position one body streamlined length away from a tunnel exit. A construction module is configured to construct a flow speed control database center based on a corresponding relationship between initial compression waves and micro-pressure wave maximum values and air suction speeds of the active control area at different train speeds. A calling module is configured to call an air suction mode and an air suction speed value by the flow speed control database center according to a train speed instruction sent by the train. A control module is configured to adjust a running state of a fan by an air pump control system according to the air suction mode and the air suction speed value transmitted by the flow speed control database center, and to finely adjust flow speeds of each slot by a flow valve speed regulation system according to the air suction mode and the air suction speed value transmitted by the flow speed control database center, so as to relieve the train-tunnel coupled aerodynamic effect.

7. An electronic device, comprising: The electronic device comprises a memory and a processor, the memory stores a computer program, and the processor implements the train-tunnel coupled aerodynamic effect relieving method of any one of claims 1 to 5 when executing the computer program.

8. A computer-readable storage medium storing a computer program, the computer-readable storage medium comprising: The computer program is executed by the processor to implement the train-tunnel coupled aerodynamic effect relieving method of any one of claims 1 to 5.

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