Simulation method and simulation device for dynamic response of high-speed train

Abstract

The invention provides a high-speed train dynamic response simulation method and device, and the method comprises the steps: building a surface element dynamic model of a to-be-tested high-speed train through a potential energy theory based on the boundary dimension parameters and panel parameters of the to-be-tested high-speed train, and building a surface element dynamic model of the to-be-tested high-speed train based on the train body structure parameters and suspension system parameters of the to-be-tested high-speed train; constructing a multi-body dynamic model of the high-speed train to be tested; aiming at the target flow test working condition, performing simulation driving on the high-speed train to be tested through a time domain serial sequence type coupling method so as to perform online coupling on the surface element dynamic model and the multi-body dynamic model, and obtaining dynamic response data of the high-speed train to be tested under the target flow test working condition; and based on the dynamic response data, obtaining a simulation result of the to-be-tested high-speed train under the target flow test working condition through function analysis. Through the method, the problem of waste of simulation calculation resources is solved, and the accuracy and efficiency of dynamic response simulation of the high-speed train are improved.

Description

Technical Field

[0001] The present application relates to the field of rail transit technology, and in particular to a simulation method and a simulation device for dynamic response of a high-speed train. Background Art

[0002] As the speed of trains continues to increase, the interaction between the aerodynamic excitation generated by the train during operation and the vehicle vibration response has become more complex. The aerodynamic excitation of the train intensifies the dynamic response of the train, and the changes in the vehicle's running posture caused by the vibration displacement generated by the train's suspension system will also affect the train's running flow field and change the train's aerodynamic excitation characteristics.

[0003] At present, in the method of simulating the dynamic response of high-speed trains, it is impossible to realize the interaction between the aerodynamics and multi-body dynamics of the train by adding steady-state aerodynamic excitation to the aerodynamic model of the train. Although the computational fluid dynamics analysis method has high calculation accuracy, the computing resources occupied are too large to meet the design requirements of the train, which reduces the accuracy of the simulation of the dynamic response of the high-speed train, and thus reduces the simulation efficiency of the dynamic response of the high-speed train. Summary of the invention

[0004] In view of this, the purpose of the present application is to provide a simulation method and a simulation device for the dynamic response of a high-speed train. By utilizing the potential energy theory to construct a surface element dynamic model of the high-speed train to be tested, and based on the body structure and the suspension system, a multi-body dynamic model of the high-speed train to be tested is constructed. Under the target flow test condition, the high-speed train to be tested is simulated running by a time domain series sequential coupling method, so that the surface element dynamic model and the multi-body dynamic model are coupled online to obtain the non-steady-state response of the high-speed train under the target flow test condition, so as to obtain the simulation result of the high-speed train to be tested under the target flow test condition, thereby solving the problem of waste of simulation computing resources, improving the accuracy of the simulation of the dynamic response of the high-speed train, and thus improving the simulation efficiency of the dynamic response of the high-speed train.

[0005] The present application provides a method for simulating the dynamic response of a high-speed train, the method comprising:

[0006] Based on the external dimension parameters and preset panel parameters of the high-speed train to be tested, a panel element dynamics model of the high-speed train to be tested is constructed using potential energy theory, and based on the body structure parameters and suspension system parameters of the high-speed train to be tested, a multi-body dynamics model of the high-speed train to be tested is constructed;

[0007] For a target flow test condition among a plurality of preset flow test conditions, based on the target flow test condition, the high-speed train to be tested is simulated to run by a time-domain series sequential coupling method, so as to couple the panel dynamics model with the multi-body dynamics model online, and obtain dynamic response data of the high-speed train to be tested under the target flow test condition;

[0008] Based on the dynamic response data, a simulation result of the high-speed train to be tested under the target flow test condition is obtained through function analysis.

[0009] Furthermore, based on the external dimension parameters of the high-speed train to be tested and the preset panel parameters, the panel element dynamics model of the high-speed train to be tested is constructed by using the potential energy theory, including:

[0010] Based on the external dimension parameters of the high-speed train to be tested and the preset panel parameters, a geometric simulation model of the high-speed train to be tested is constructed, and a plurality of facet grids are generated in the geometric simulation model;

[0011] Based on the potential function and boundary conditions pre-set according to the potential energy theory, a boundary condition equation group is established;

[0012] Based on the geometric simulation model, the multiple surface element grids and the boundary condition equation group, a surface element dynamic model of the high-speed train to be tested is constructed.

[0013] Furthermore, constructing a multi-body dynamics model of the high-speed train to be tested based on the body structure parameters and suspension system parameters of the high-speed train to be tested includes:

[0014] Based on the body structure parameters of the high-speed train to be tested, construct a global coordinate system and a local coordinate system for describing the positions and postures corresponding to the whole and parts of the high-speed train to be tested respectively;

[0015] Based on the suspension system parameters of the high-speed train to be tested, determining the suspension connection relationship between the suspension system of the high-speed train to be tested and the car body, and the wheel-rail contact relationship between the wheelset of the high-speed train to be tested and the track;

[0016] Based on the global coordinate system, the local coordinate system, the suspension connection relationship and the wheel-rail contact relationship, a multi-body dynamics model of the high-speed train to be tested is constructed, and an input interface of the multi-body dynamics model is defined using a preset radial basis function.

[0017] Furthermore, based on the target flow test condition, the high-speed train to be tested is simulated to run by a time-domain series sequential coupling method, so as to couple the panel dynamics model with the multi-body dynamics model online, and obtain the dynamic response data of the high-speed train to be tested under the target flow test condition, including:

[0018] Under the target flow test condition, controlling the high-speed train to be tested to perform simulation running at a preset simulated running speed;

[0019] For each of the multiple preset cycles included in the simulated driving, based on the preset initial displacement posture data, aerodynamic load data generated by air flow and acting on the high-speed train to be tested output by the panel dynamics model is obtained, and the aerodynamic load data is transmitted to the multi-body dynamics model; wherein the aerodynamic load data includes force parameters and torque parameters;

[0020] Based on the aerodynamic load data, the displacement attitude data reflecting the dynamic behavior of the high-speed train to be tested under the target flow test condition output by the multi-body dynamics model is obtained, and the displacement attitude data is transmitted to the panel dynamics model to realize online coupling between the panel dynamics model and the multi-body dynamics model; wherein the displacement attitude data includes a displacement change parameter and a rotation angle change parameter;

[0021] When all the preset cycles included in the simulation driving have been executed, the dynamic response data of the high-speed train to be tested under the target flow test condition output by the multi-body dynamics model is obtained.

[0022] Furthermore, the step of obtaining the aerodynamic load data on the high-speed train to be tested caused by the air flow output by the panel dynamics model based on the preset initial displacement posture data includes:

[0023] Inputting the preset initial displacement posture data into the panel dynamics model, and performing iterative calculation using the boundary condition equation group in the panel dynamics model to obtain the source intensity and vortex intensity corresponding to each panel mesh in the panel dynamics model;

[0024] Based on the source intensity and vortex intensity corresponding to each facet grid, by analyzing the flow field characteristics of each facet grid, the force parameters and torque parameters corresponding to each facet grid of the high-speed train to be tested output by the facet dynamics model are obtained to obtain the aerodynamic load data.

[0025] Furthermore, based on the aerodynamic load data, obtaining the displacement attitude data output by the multi-body dynamics model that reflects the dynamic behavior of the high-speed train to be tested under the target flow test condition includes:

[0026] Based on the force parameters and torque parameters corresponding to each facet grid of the high-speed train to be tested, the input interface defined by the multi-body dynamics model is used for conversion to obtain the force parameters and torque parameters corresponding to the entire high-speed train to be tested;

[0027] Based on the force parameters and torque parameters corresponding to the high-speed train to be tested as a whole, the displacement change parameters and rotation angle change parameters corresponding to the multiple levels of carriages pre-divided in the high-speed train to be tested output by the multi-body dynamics model are obtained to obtain the displacement posture data.

[0028] Furthermore, the simulation result of the high-speed train to be tested under the target flow test condition is obtained by function analysis based on the dynamic response data, including:

[0029] Based on the dynamic response data, determining the displacement change time series and the rotation angle change time series respectively corresponding to the multiple levels of carriages pre-divided in the high-speed train to be tested;

[0030] Based on the displacement change time series and the rotation angle change time series, the displacement change curves and rotation angle change curves corresponding to each level of the multiple levels of carriages in the horizontal, vertical and longitudinal directions are determined through function analysis to obtain the simulation results of the high-speed train to be tested under the target flow test conditions.

[0031] The embodiment of the present application also provides a simulation device for high-speed train dynamic response, the simulation device comprising:

[0032] A model building module, used to build a panel element dynamics model of the high-speed train to be tested based on the external dimension parameters and preset panel parameters of the high-speed train to be tested using potential energy theory, and to build a multi-body dynamics model of the high-speed train to be tested based on the body structure parameters and suspension system parameters of the high-speed train to be tested;

[0033] A train simulation module, for simulating the running of the high-speed train to be tested based on a target flow test condition among a plurality of preset flow test conditions by a time-domain series sequential coupling method, so as to couple the panel dynamics model with the multi-body dynamics model online, and obtain dynamic response data of the high-speed train to be tested under the target flow test condition;

[0034] The data analysis module is used to obtain the simulation result of the high-speed train to be tested under the target flow test condition through function analysis based on the dynamic response data.

[0035] Furthermore, when the model building module is used to build the panel dynamics model of the high-speed train to be tested based on the external dimension parameters of the high-speed train to be tested and the preset panel parameters using the potential energy theory, the model building module is used to:

[0036] Based on the external dimension parameters of the high-speed train to be tested and the preset panel parameters, a geometric simulation model of the high-speed train to be tested is constructed, and a plurality of facet grids are generated in the geometric simulation model;

[0037] Based on the potential function and boundary conditions pre-set according to the potential energy theory, a boundary condition equation group is established;

[0038] Based on the geometric simulation model, the multiple surface element grids and the boundary condition equation group, a surface element dynamic model of the high-speed train to be tested is constructed.

[0039] Furthermore, when the model building module is used to build the multi-body dynamics model of the high-speed train to be tested based on the body structure parameters and suspension system parameters of the high-speed train to be tested, the model building module is used to:

[0040] Based on the body structure parameters of the high-speed train to be tested, construct a global coordinate system and a local coordinate system for describing the positions and postures corresponding to the whole and parts of the high-speed train to be tested respectively;

[0041] Based on the suspension system parameters of the high-speed train to be tested, determining the suspension connection relationship between the suspension system of the high-speed train to be tested and the car body, and the wheel-rail contact relationship between the wheelset of the high-speed train to be tested and the track;

[0042] Based on the global coordinate system, the local coordinate system, the suspension connection relationship and the wheel-rail contact relationship, a multi-body dynamics model of the high-speed train to be tested is constructed, and an input interface of the multi-body dynamics model is defined using a preset radial basis function.

[0043] Furthermore, when the train simulation module is used to simulate the running of the high-speed train to be tested based on the target flow test condition through a time-domain series sequential coupling method, so as to couple the panel dynamics model with the multi-body dynamics model online and obtain the dynamic response data of the high-speed train to be tested under the target flow test condition, the train simulation module is used to:

[0044] Under the target flow test condition, controlling the high-speed train to be tested to perform simulation running at a preset simulated running speed;

[0045] For each of the multiple preset cycles included in the simulated driving, based on the preset initial displacement posture data, aerodynamic load data generated by air flow and acting on the high-speed train to be tested output by the panel dynamics model is obtained, and the aerodynamic load data is transmitted to the multi-body dynamics model; wherein the aerodynamic load data includes force parameters and torque parameters;

[0046] Based on the aerodynamic load data, the displacement attitude data reflecting the dynamic behavior of the high-speed train to be tested under the target flow test condition output by the multi-body dynamics model is obtained, and the displacement attitude data is transmitted to the panel dynamics model to realize online coupling between the panel dynamics model and the multi-body dynamics model; wherein the displacement attitude data includes a displacement change parameter and a rotation angle change parameter;

[0047] When all the preset cycles included in the simulation driving have been executed, the dynamic response data of the high-speed train to be tested under the target flow test condition output by the multi-body dynamics model is obtained.

[0048] Further, when the train simulation module is used to obtain the aerodynamic load data on the high-speed train to be tested caused by the air flow output by the panel dynamics model based on the preset initial displacement posture data, the train simulation module is used to:

[0049] Inputting the preset initial displacement posture data into the panel dynamics model, and performing iterative calculation using the boundary condition equation group in the panel dynamics model to obtain the source intensity and vortex intensity corresponding to each panel mesh in the panel dynamics model;

[0050] Based on the source intensity and vortex intensity corresponding to each facet grid, by analyzing the flow field characteristics of each facet grid, the force parameters and torque parameters corresponding to each facet grid of the high-speed train to be tested output by the facet dynamics model are obtained to obtain the aerodynamic load data.

[0051] Further, when the train simulation module is used to obtain the displacement posture data reflecting the dynamic behavior of the high-speed train to be tested under the target flow test condition output by the multi-body dynamics model based on the aerodynamic load data, the train simulation module is used to:

[0052] Based on the force parameters and torque parameters corresponding to each facet grid of the high-speed train to be tested, the input interface defined by the multi-body dynamics model is used for conversion to obtain the force parameters and torque parameters corresponding to the entire high-speed train to be tested;

[0053] Based on the force parameters and torque parameters corresponding to the high-speed train to be tested as a whole, the displacement change parameters and rotation angle change parameters corresponding to the multiple levels of carriages pre-divided in the high-speed train to be tested output by the multi-body dynamics model are obtained to obtain the displacement posture data.

[0054] Further, when the data analysis module is used to obtain the simulation result of the high-speed train to be tested under the target flow test condition through function analysis based on the dynamic response data, the data analysis module is used to:

[0055] Based on the dynamic response data, determining the displacement change time series and the rotation angle change time series respectively corresponding to the multiple levels of carriages pre-divided in the high-speed train to be tested;

[0056] Based on the displacement change time series and the rotation angle change time series, the displacement change curves and rotation angle change curves corresponding to each level of the multiple levels of carriages in the horizontal, vertical and longitudinal directions are determined through function analysis to obtain the simulation results of the high-speed train to be tested under the target flow test conditions.

[0057] An embodiment of the present application also provides an electronic device, comprising: a processor, a memory and a bus, wherein the memory stores machine-readable instructions executable by the processor, and when the electronic device is running, the processor and the memory communicate via the bus, and when the machine-readable instructions are executed by the processor, the steps of the simulation method for the dynamic response of a high-speed train as described above are performed.

[0058] An embodiment of the present application further provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the steps of the method for simulating the dynamic response of a high-speed train as described above are executed.

[0059] The embodiments of the present application provide a simulation method and a simulation device for the dynamic response of a high-speed train. The simulation method comprises: based on the external dimension parameters and preset panel parameters of the high-speed train to be tested, using the potential energy theory to construct a panel element dynamic model of the high-speed train to be tested, and based on the body structure parameters and suspension system parameters of the high-speed train to be tested, constructing a multi-body dynamic model of the high-speed train to be tested; for a target flow test condition among a plurality of preset flow test conditions, based on the target flow test condition, simulating the driving of the high-speed train to be tested by a time-domain series sequential coupling method, so as to online couple the panel element dynamic model with the multi-body dynamic model, and obtain the dynamic response data of the high-speed train to be tested under the target flow test condition; based on the dynamic response data, obtaining the simulation result of the high-speed train to be tested under the target flow test condition by function analysis.

[0060] Compared with the method in the prior art of adding steady-state aerodynamic excitation and computational fluid dynamics analysis combined with a dynamic model to the aerodynamic model of the train, the surface element dynamics model of the high-speed train to be tested is constructed by utilizing potential energy theory, and the multi-body dynamics model of the high-speed train to be tested is constructed based on the body structure and the suspension system. Under the target flow test condition, the high-speed train to be tested is simulated running by a time domain series sequential coupling method, so that the surface element dynamics model and the multi-body dynamics model are coupled online, and the non-steady-state response of the high-speed train under the target flow test condition is obtained, so as to obtain the simulation result of the high-speed train to be tested under the target flow test condition, thereby solving the problem of waste of simulation computing resources, improving the accuracy of simulation of the dynamic response of the high-speed train, and thereby improving the simulation efficiency of the dynamic response of the high-speed train.

[0061] In order to make the above-mentioned objects, features and advantages of the present application more obvious and easy to understand, preferred embodiments are specifically cited below and described in detail with reference to the attached drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0062] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without paying creative work.

[0063] Figure 1 A flowchart of a method for simulating the dynamic response of a high-speed train provided in an embodiment of the present application;

[0064] Figure 2 A schematic diagram of a panel dynamics model of a high-speed train to be tested provided in an embodiment of the present application;

[0065] Figure 3 A comparison chart of the calculation results of panel aerodynamics and computational fluid dynamics of a high-speed train to be tested provided in an embodiment of the present application;

[0066] Figure 4 A schematic diagram of a multi-body dynamics model of a high-speed train to be tested provided in an embodiment of the present application;

[0067] Figure 5 An example diagram of simulation results of a high-speed train to be tested under target flow test conditions provided in an embodiment of the present application;

[0068] Figure 6 A schematic diagram of the structure of a high-speed train dynamic response simulation device provided in an embodiment of the present application;

[0069] Figure 7 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0070] To make the purpose, technical scheme and advantages of the embodiments of the present application clearer, the technical scheme in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all of the embodiments. The components of the embodiments of the present application usually described and shown in the drawings here can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present application provided in the drawings is not intended to limit the scope of the application claimed for protection, but merely represents the selected embodiments of the present application. Based on the embodiments of the present application, each other embodiment obtained by those skilled in the art without making creative work belongs to the scope of protection of the present application.

[0071] Research has found that the aerodynamic excitation of the train intensifies the dynamic response of the train, and the changes in the vehicle's running posture caused by the vibration displacement generated by the train's suspension system will also affect the train's running flow field and change the train's aerodynamic excitation characteristics. Especially under harsh working conditions including crosswinds, tunnels, and intersections, the dynamic load distribution poses greater challenges to the vehicle structure design.

[0072] Currently, in the method of simulating the dynamic response of high-speed trains, it is impossible to realize the interaction between the aerodynamics and multi-body dynamics of the train by adding steady-state aerodynamic excitation to the aerodynamic model of the train. Although the computational fluid dynamics analysis method has high calculation accuracy, it occupies too much computing resources.

[0073] For example, if computational fluid dynamics is directly interacted with the train's dynamic model in real time, and the control unit model of the suspension system is considered, even if a high-performance workstation is selected, the calculation time for one test condition is very long and cannot meet the design requirements of the train, reducing the accuracy of the simulation of the high-speed train's dynamic response, and thus reducing the simulation efficiency of the high-speed train's dynamic response.

[0074] Based on this, an embodiment of the present application provides a simulation method for the dynamic response of a high-speed train. The potential energy theory is used to construct a surface element dynamic model of the high-speed train to be tested, and a multi-body dynamic model of the high-speed train to be tested is constructed based on the body structure and the suspension system. Under the target flow test condition, the high-speed train to be tested is simulated by a time domain series sequential coupling method, so that the surface element dynamic model and the multi-body dynamic model are coupled online to obtain the non-steady-state response of the high-speed train under the target flow test condition, so as to obtain the simulation result of the high-speed train to be tested under the target flow test condition, thereby solving the problem of waste of simulation computing resources, improving the accuracy of the simulation of the dynamic response of the high-speed train, and thereby improving the simulation efficiency of the dynamic response of the high-speed train.

[0075] See also Figure 1 , Figure 1 This is a flow chart of a method for simulating the dynamic response of a high-speed train provided in an embodiment of the present application. Figure 1 As shown in , the simulation method of high-speed train dynamic response provided by the embodiment of the present application includes:

[0076] S101. Based on the external dimension parameters and preset panel parameters of the high-speed train to be tested, a panel element dynamic model of the high-speed train to be tested is constructed using potential energy theory, and based on the body structure parameters and suspension system parameters of the high-speed train to be tested, a multi-body dynamic model of the high-speed train to be tested is constructed.

[0077] In the embodiment of the present application, the high-speed train to be tested refers to a railway transportation tool that can reach a higher operating speed on a designated railway line, generally with advanced technology and good comfort. For example, the high-speed train to be tested may include but is not limited to a maglev train, a tilting train, and a traditional wheel-rail train.

[0078] Among them, the panel dynamics model is a model based on the panel aerodynamic analysis method. The panel aerodynamic analysis method is based on potential energy theory, simplifies the complexity of fluid dynamics, and maintains the accuracy of many engineering applications. It has high computational efficiency, can quickly analyze aerodynamic behavior and be used to optimize the design of trains.

[0079] Here, the potential flow theory is a theoretical method for describing the characteristics of a flow field by solving a potential function based on the assumption that the fluid is inviscid, incompressible, and irrotational.

[0080] In addition, the multibody dynamics (MBD) model is a key tool for studying the dynamic behavior, stability and control strategy of an object. The multibody dynamics model can be used to simulate the mechanical behavior of the train under various operating conditions, such as the relative motion between the various parts of the train, the transmission of force and the vibration characteristics.

[0081] In one embodiment of the present application, in a specific implementation, the step of constructing a panel element dynamics model of the high-speed train to be tested using potential energy theory based on the external dimension parameters of the high-speed train to be tested and the preset panel parameters in step S101 may include:

[0082] S1011. Based on the external dimension parameters of the high-speed train to be tested and preset panel parameters, a geometric simulation model of the high-speed train to be tested is constructed, and a plurality of facet grids are generated in the geometric simulation model.

[0083] In the embodiment of the present application, the external dimension parameters include but are not limited to geometric shape, compartment configuration, body size and body mass distribution, etc.; the preset panel parameters include but are not limited to facet grid shape distribution and facet grid size distribution, etc.

[0084] In this step, a geometric simulation model of the high-speed train to be tested is constructed based on the external dimension parameters of the high-speed train to be tested, and a discrete decomposition is performed in the geometric simulation model based on preset panel parameters to generate a plurality of facet meshes in the geometric simulation model.

[0085] For example, see Figure 2 , Figure 2 This is a schematic diagram of a panel dynamics model of a high-speed train to be tested provided in an embodiment of the present application. Figure 2 As shown in the figure, an example of a surface element aerodynamic model of a certain maglev high-speed train constructed using USAERO software is shown; wherein, multiple surface element grids are composed of thick line surface element grids covering the entire surface of the geometric simulation model of the high-speed train to be tested; each surface element grid is generated along the axial section of the high-speed train to be tested. For example, if the length of the high-speed train to be tested is 106 meters, then the high-speed train to be tested is composed of a total of 2108 surface element grids and other elements.

[0086] Here, each panel in each facet mesh represents a part of the train surface, and adjacent panels share common vertices or nodes, which define the boundaries of each panel and can be used to calculate the surface normals to further determine the surface airflow direction and pressure distribution of the high-speed train under test.

[0087] In addition, the coarse-line surface element grid simplifies the geometric shape of the high-speed train to be tested, taking into account both computational efficiency and accuracy. Although the surface element grid may not be able to capture the surface details of the high-speed train to be tested, such as small-scale features or surface roughness, it can be used for aerodynamic evaluation and design evaluation of the high-speed train to be tested.

[0088] S1012. Establish a set of boundary condition equations based on the potential function and boundary conditions pre-set according to potential energy theory.

[0089] In the embodiment of the present application, since the basic assumption of potential energy theory is that the fluid is inviscid (i.e., the viscosity effect is ignored) and incompressible (i.e., the density is constant), in this case, the flow field formed on the surface of the object can be represented by a single scalar function, i.e., the potential function.

[0090] In this step, a uniformly distributed source intensity and eddy intensity are set on each surface element grid based on potential energy theory, and a linear equation group about the source intensity and eddy intensity is established based on preset boundary conditions to establish a boundary condition equation group.

[0091] For example, the boundary condition may include a no-penetration condition of the train surface, ie, a velocity component of the fluid velocity along the surface normal direction is zero.

[0092] S1013. Constructing a panel dynamics model of the high-speed train to be tested based on the geometric simulation model, the multiple panel meshes and the boundary condition equation group.

[0093] In this step, the geometric simulation model and multiple surface element meshes on the geometric simulation model and the boundary condition equation group are integrated to construct a surface element dynamic model of the high-speed train to be tested.

[0094] For example, see Figure 3 , Figure 3 This is a comparison chart of the calculation results of the panel aerodynamics and computational fluid dynamics of a high-speed train to be tested provided in an embodiment of the present application. Figure 3As shown in the figure, when the pressure coefficient of the high-speed train to be tested is calculated by panel aerodynamics (a) and computational fluid dynamics (b, CFD) respectively, the overall pressure fluctuations calculated by the two methods basically correspond to the aerodynamic shape; here, since the airflow is mainly vortex, slight deviations can be seen in the workshop connection areas at the front and rear of the high-speed train to be tested. This shows that panel aerodynamics is very useful in studying pressure-based non-steady-state aerodynamics and achieves basic aerodynamic effects.

[0095] In one embodiment of the present application, in a specific implementation, the step of constructing a multi-body dynamics model of the high-speed train to be tested based on the body structure parameters and suspension system parameters of the high-speed train to be tested in step S101 may include:

[0096] S1014. Based on the body structure parameters of the high-speed train to be tested, construct a global coordinate system and a local coordinate system for describing the positions and postures of the whole and parts of the high-speed train to be tested, respectively.

[0097] In an embodiment of the present application, the vehicle body structure parameters may include but are not limited to geometric dimension parameters (e.g., length, width, height), mass distribution parameters (e.g., the mass of each compartment, the center of gravity position), stiffness and damping characteristic parameters (e.g., spring stiffness, shock absorber damping) and vehicle body material property parameters (e.g., density, elastic modulus), etc.

[0098] In this step, the body structure parameters of the high-speed train to be tested are used to construct a global coordinate system for describing the overall corresponding position and posture of the high-speed train to be tested, and a local coordinate system for describing the local corresponding position and posture of the high-speed train to be tested.

[0099] Furthermore, the high-speed train to be tested is divided into several rigid parts, such as carriages, bogies, wheelsets, etc.; in addition, for the flexible parts that need to be considered, a simplified flexible body model can be used, or a more complex finite element model can be used to simulate the deformation characteristics of the high-speed train to be tested.

[0100] S1015. Based on the suspension system parameters of the high-speed train to be tested, determine the suspension connection relationship between the suspension system of the high-speed train to be tested and the car body, and the wheel-rail contact relationship between the wheelset of the high-speed train to be tested and the track.

[0101] In an embodiment of the present application, the suspension system parameters may include but are not limited to the suspension system type (e.g., spring suspension, air suspension), the suspension system geometric arrangement (e.g., the location of the suspension point), the suspension system stiffness (e.g., spring stiffness) and the suspension system damping characteristics (e.g., shock absorber damping), etc.

[0102] In this step, the suspension connection relationship includes an articulated connection and a suspension connection; wherein the articulated connection includes the position and constraints of the connection point, and the suspension connection includes the position of the suspension point and parameters of the suspension system; the wheel-rail contact relationship refers to the contact relationship between the wheelset and the track, so as to take into account the friction and rolling characteristics between the wheel and the rail.

[0103] S1016. Based on the global coordinate system, the local coordinate system, the suspension connection relationship and the wheel-rail contact relationship, a multi-body dynamics model of the high-speed train to be tested is constructed, and an input interface of the multi-body dynamics model is defined using a preset radial basis function.

[0104] In this step, based on the global coordinate system, local coordinate system, suspension connection relationship and wheel-rail contact relationship, the dynamic equations of each rigid body in the high-speed train to be tested, as well as the constraint equations and coupling equations of the high-speed train to be tested are allocated and established, and the multi-body dynamic model of the high-speed train to be tested is further constructed.

[0105] Furthermore, the input interface of the multi-body dynamics model is defined by using a preset radial basis function, so as to convert the aerodynamic load data corresponding to each panel grid inputted by the panel dynamics model into the aerodynamic load data of the entire high-speed train to be tested.

[0106] The radial basis function is a function that depends on the distance between the input point and certain center points, so as to find an objective function so that the values ​​of all training data points under the objective function correspond.

[0107] In the embodiments of the present application, the multi-body dynamics model of the high-speed train to be tested can be constructed based on the demand analysis of actual problems and taking into account model characteristics such as body structure parameters, suspension system parameters, wheel-rail contact relationship, etc. of different complexities.

[0108] For example, see Figure 4 , Figure 4 This is a schematic diagram of a multi-body dynamics model of a high-speed train to be tested provided in an embodiment of the present application. Figure 4 As shown in , after constructing the global coordinate system and the local coordinate system for the high-speed train to be tested, dynamic analysis is performed on the body and suspension frame of the train respectively to obtain the multi-body dynamic model of the high-speed train to be tested, including the force relationship between the suspension system and the body.

[0109] S102. For a target flow test condition among the preset multiple flow test conditions, based on the target flow test condition, the high-speed train to be tested is simulated running by a time-domain series sequential coupling method to online couple the panel dynamics model with the multi-body dynamics model, and obtain the dynamic response data of the high-speed train to be tested under the target flow test condition.

[0110] In an embodiment of the present application, data is transmitted and updated between the panel element dynamics model and the multi-body dynamics model in each preset cycle to achieve online coupling between the panel element dynamics model and the multi-body dynamics model, thereby obtaining the non-steady-state response of the high-speed train to be tested under multiple flow test conditions.

[0111] Here, both the panel dynamics model and the multi-body dynamics model are run in batch mode, and data processing can be performed at multiple internal time steps.

[0112] Among them, the flow test conditions may include but are not limited to crosswind conditions, intersection conditions and tunnel conditions, etc.; the dynamic response data include the displacement change data and rotation angle change data of each level of vehicles of the high-speed train to be tested that change with time.

[0113] In one implementation of the present application, during specific implementation, step S102 may include:

[0114] S1021. Under the target flow test condition, control the high-speed train to be tested to perform simulation running at a preset simulated running speed.

[0115] In this step, the environmental condition parameters of the preset simulation tool are set as the target flow test conditions, and the simulation tool is used to call the surface element dynamics model and the multi-body dynamics model respectively to control the high-speed train to be tested to perform simulated driving at a preset simulated driving speed.

[0116] Among them, the preset simulated driving speed can be specifically calibrated according to the actual simulation requirements and the configuration parameters of the high-speed train to be tested.

[0117] S1022. For each of the multiple preset cycles included in the simulated driving, based on the preset initial displacement posture data, obtain the aerodynamic load data on the high-speed train to be tested caused by the air flow output by the panel dynamics model, and transmit the aerodynamic load data to the multi-body dynamics model; wherein the aerodynamic load data includes force parameters and torque parameters.

[0118] In the embodiment of the present application, when performing simulated driving of the high-speed train to be tested, the time step of each preset cycle and the number of preset cycles need to be pre-set to determine the total time length of the simulated driving.

[0119] The aerodynamic load data include force parameters and torque parameters; the force parameters include but are not limited to lift, drag and lateral force, etc.; the torque parameters include but are not limited to rolling moment, yaw moment and pitch moment, etc.

[0120] In one embodiment of the present application, in a specific implementation, the step of obtaining the aerodynamic load data on the high-speed train to be tested caused by the air flow output by the panel dynamics model based on the preset initial displacement posture data in step S1022 may include:

[0121] S10221. Input the preset initial displacement posture data into the panel dynamics model, and use the boundary condition equation group in the panel dynamics model to perform iterative calculations to obtain the source intensity and vortex intensity corresponding to each panel mesh in the panel dynamics model.

[0122] In an embodiment of the present application, the preset initial displacement posture data includes the initial position, initial velocity, initial acceleration and initial posture angle of the high-speed train to be tested; wherein the initial velocity and initial acceleration are set to 0.

[0123] In this step, since the source intensity and vortex intensity are key parameters for describing the flow characteristics on the surface element grid, the preset first numerical method (for example, Gaussian elimination method and conjugate gradient method, etc.) is used to solve the boundary condition equations to obtain the source intensity and vortex intensity corresponding to each surface element grid in the surface element dynamics model.

[0124] S10222. Based on the source intensity and vortex intensity corresponding to each facet grid, by analyzing the flow field characteristics of each facet grid, the force parameters and torque parameters corresponding to each facet grid of the high-speed train to be tested output by the facet dynamics model are obtained to obtain the aerodynamic load data.

[0125] In this step, the obtained source intensity and vortex intensity are used to simulate and construct the flow field around the high-speed train to be tested, such as the velocity field and the pressure field; then, by analyzing the flow field characteristics of each surface element grid, the surface element dynamics model is used to calculate the force parameters and torque parameters corresponding to the high-speed train to be tested in each surface element grid, that is, the aerodynamic load data of the high-speed train to be tested in each surface element grid is obtained.

[0126] In this way, the surface element aerodynamic model is used to solve the aerodynamic load data of the high-speed train to be tested. The boundary layer effect can be ignored, and the local surface pressure characteristics can be considered. Based on the discretized surface element grid and the boundary condition equation group, the transient aerodynamic load data such as lift, lateral force, drag, rolling moment, yaw moment and pitch moment with an accuracy close to that of computational fluid dynamics are obtained through iterative solution, so as to meet the aerodynamic load input requirements for multi-body dynamics analysis and improve the calculation efficiency of aerodynamic load data.

[0127] S1023. Based on the aerodynamic load data, the displacement posture data reflecting the dynamic behavior of the high-speed train to be tested under the target flow test condition output by the multi-body dynamics model is obtained, and the displacement posture data is transmitted to the panel element dynamics model to realize online coupling between the panel element dynamics model and the multi-body dynamics model; wherein the displacement posture data includes displacement change parameters and rotation angle change parameters.

[0128] In an embodiment of the present application, the displacement posture data reflects the dynamic behavior of the high-speed train to be tested under the target flow test conditions, including displacement change parameters and rotation angle change parameters; wherein the displacement change parameters include lateral displacement change, longitudinal displacement change and vertical displacement change; the rotation angle change parameters include lateral rotation angle, longitudinal rotation angle and vertical rotation angle.

[0129] In one embodiment of the present application, in a specific implementation, the step of obtaining the displacement posture data reflecting the dynamic behavior of the high-speed train to be tested under the target flow test condition output by the multi-body dynamics model based on the aerodynamic load data in step S1023 may include:

[0130] S10231. Based on the force parameters and torque parameters corresponding to each facet grid of the high-speed train to be tested, the input interface defined by the multi-body dynamics model is used for conversion to obtain the force parameters and torque parameters corresponding to the entire high-speed train to be tested.

[0131] In this step, since the multi-body dynamics model predefines the input interface of the aerodynamic load data, the radial basis function in the input interface is used to convert the force parameters and torque parameters corresponding to each facet grid to obtain the force parameters and torque parameters corresponding to the entire high-speed train to be tested.

[0132] S10232. Based on the force parameters and torque parameters corresponding to the high-speed train to be tested as a whole, obtain the displacement change parameters and rotation angle change parameters corresponding to the multiple levels of carriages pre-divided in the high-speed train to be tested output by the multi-body dynamics model, so as to obtain the displacement posture data.

[0133] In this step, the force parameters and torque parameters corresponding to the high-speed train to be tested as a whole are input into the dynamic equations of the multi-body dynamics model, and the dynamic equations of the multi-body dynamics model are solved by a preset second numerical method (for example, the Euler method, the Runge-Kutta method, etc.), and the displacement change parameters and rotation angle change parameters corresponding to the multiple levels of carriages pre-divided in the high-speed train to be tested are calculated, that is, the displacement posture data corresponding to the multiple levels of carriages pre-divided in the high-speed train to be tested.

[0134] Here, the multiple levels of carriages pre-divided in the high-speed train to be tested may include: a head carriage, a first intermediate carriage, a second intermediate carriage and a tail carriage.

[0135] S1024. When all the preset cycles included in the simulated driving have been executed, obtain the dynamic response data of the high-speed train to be tested under the target flow test condition output by the multi-body dynamics model.

[0136] In this step, data is transferred between the panel element aerodynamic model and the multi-body dynamics model in each of multiple preset cycles, that is, in each preset cycle, the panel element aerodynamic model transfers the aerodynamic load data to the multi-body dynamics model, and the multi-body dynamics model transfers the displacement posture data to the panel element dynamics model, and updates the simulated driving state of the high-speed train to be tested, so as to realize online coupling between the panel element dynamics model and the multi-body dynamics model.

[0137] Furthermore, through simulation calculations of multiple preset cycles, the dynamic response data of the high-speed train to be tested under the target flow test conditions output by the multi-body dynamics model are obtained, that is, the displacement change data and rotation angle change data of each level of vehicles of the high-speed train to be tested that change with time.

[0138] S103. Based on the dynamic response data, obtain a simulation result of the high-speed train to be tested under the target flow test condition through function analysis.

[0139] In an embodiment of the present application, the simulation results may include displacement change curves and rotation angle change curves corresponding to each level of carriages in multiple levels of the high-speed train to be tested in the horizontal, vertical and longitudinal directions respectively.

[0140] In one implementation of the present application, during specific implementation, step S103 may include:

[0141] S1031. Based on the dynamic response data, determine the displacement change time series and the rotation angle change time series corresponding to the multiple levels of carriages pre-divided in the high-speed train to be tested.

[0142] In this step, the displacement change data and rotation angle change data of each level of the high-speed train to be tested that change over time are analyzed and extracted to determine the displacement change time series and rotation angle change time series corresponding to each level of the carriage.

[0143] S1032. Based on the displacement change time series and the rotation angle change time series, determine the displacement change curve and rotation angle change curve corresponding to each level of the multiple levels of carriages in the horizontal, vertical and longitudinal directions respectively through function analysis to obtain the simulation result of the high-speed train to be tested under the target flow test condition.

[0144] In this step, the displacement change time series and rotation angle change time series corresponding to each level of carriage are respectively transformed by functional analysis to determine the displacement change curve and rotation angle change curve corresponding to each level of carriage in the horizontal, vertical and longitudinal directions respectively, that is, to obtain the simulation result of the high-speed train to be tested under the target flow test condition.

[0145] For example, see Figure 5 , Figure 5 This is an example diagram of simulation results of a high-speed train to be tested under target flow test conditions provided in an embodiment of the present application. Figure 5 As shown in , assuming that the target flow test condition is a crosswind condition (based on the hat wind of EN14067 standard), the high-speed train to be tested will produce lateral movement manifested as a head shake, accompanied by slight rolling; the rear car is affected by different aerodynamic flows, and will produce delayed and weakened reactions, including lateral displacement and slight rolling motion; in addition, since the lateral force will generate a torque around the longitudinal axis, the entire high-speed train to be tested will have a rolling reaction when entering and exiting gusts. In this way, the transient response of the high-speed train to be tested reflected by the simulation results provides data support for the dynamic behavior analysis of the high-speed train to be tested when encountering crosswinds.

[0146] The simulation method for the dynamic response of a high-speed train provided in an embodiment of the present application constructs a panel element dynamics model of the high-speed train to be tested by utilizing potential energy theory, and constructs a multi-body dynamics model of the high-speed train to be tested based on the body structure and the suspension system. Under the target flow test condition, the high-speed train to be tested is simulated running by a time domain series sequential coupling method, so that the panel element dynamics model and the multi-body dynamics model are coupled online to obtain the non-steady-state response of the high-speed train under the target flow test condition, so as to obtain the simulation result of the high-speed train to be tested under the target flow test condition, thereby solving the problem of waste of simulation computing resources, improving the accuracy of the simulation of the dynamic response of the high-speed train, and further improving the simulation efficiency of the dynamic response of the high-speed train.

[0147] See also Figure 6 , Figure 6 This is a schematic diagram of the structure of a high-speed train dynamic response simulation device provided in an embodiment of the present application. Figure 6 As shown in , the simulation device 600 includes:

[0148] A model building module 610 is used to build a panel element dynamics model of the high-speed train to be tested based on the external dimension parameters and preset panel parameters of the high-speed train to be tested using potential energy theory, and to build a multi-body dynamics model of the high-speed train to be tested based on the body structure parameters and suspension system parameters of the high-speed train to be tested;

[0149] The train simulation module 620 is used for simulating the running of the high-speed train to be tested by a time-domain series sequential coupling method based on a target flow test condition among a plurality of preset flow test conditions, so as to couple the panel dynamics model with the multi-body dynamics model online, and obtain the dynamic response data of the high-speed train to be tested under the target flow test condition;

[0150] The data analysis module 630 is used to obtain the simulation result of the high-speed train to be tested under the target flow test condition through function analysis based on the dynamic response data.

[0151] Furthermore, when the model building module 610 is used to build the panel dynamics model of the high-speed train to be tested based on the external dimension parameters of the high-speed train to be tested and the preset panel parameters using the potential energy theory, the model building module 610 is used to:

[0152] Based on the external dimension parameters of the high-speed train to be tested and the preset panel parameters, a geometric simulation model of the high-speed train to be tested is constructed, and a plurality of facet grids are generated in the geometric simulation model;

[0153] Based on the potential function and boundary conditions pre-set according to the potential energy theory, a boundary condition equation group is established;

[0154] Based on the geometric simulation model, the multiple surface element grids and the boundary condition equation group, a surface element dynamic model of the high-speed train to be tested is constructed.

[0155] Furthermore, when the model building module 610 is used to build the multi-body dynamics model of the high-speed train to be tested based on the body structure parameters and suspension system parameters of the high-speed train to be tested, the model building module 610 is used to:

[0156] Based on the body structure parameters of the high-speed train to be tested, construct a global coordinate system and a local coordinate system for describing the positions and postures corresponding to the whole and parts of the high-speed train to be tested respectively;

[0157] Based on the suspension system parameters of the high-speed train to be tested, determining the suspension connection relationship between the suspension system of the high-speed train to be tested and the car body, and the wheel-rail contact relationship between the wheelset of the high-speed train to be tested and the track;

[0158] Based on the global coordinate system, the local coordinate system, the suspension connection relationship and the wheel-rail contact relationship, a multi-body dynamics model of the high-speed train to be tested is constructed, and an input interface of the multi-body dynamics model is defined using a preset radial basis function.

[0159] Further, when the train simulation module 620 is used to simulate the running of the high-speed train to be tested based on the target flow test condition through a time domain series sequential coupling method, so as to couple the panel dynamics model with the multi-body dynamics model online and obtain the dynamic response data of the high-speed train to be tested under the target flow test condition, the train simulation module 620 is used to:

[0160] Under the target flow test condition, controlling the high-speed train to be tested to perform simulation running at a preset simulated running speed;

[0161] For each of the multiple preset cycles included in the simulated driving, based on the preset initial displacement posture data, aerodynamic load data generated by air flow and acting on the high-speed train to be tested output by the panel dynamics model is obtained, and the aerodynamic load data is transmitted to the multi-body dynamics model; wherein the aerodynamic load data includes force parameters and torque parameters;

[0162] Based on the aerodynamic load data, the displacement attitude data reflecting the dynamic behavior of the high-speed train to be tested under the target flow test condition output by the multi-body dynamics model is obtained, and the displacement attitude data is transmitted to the panel dynamics model to realize online coupling between the panel dynamics model and the multi-body dynamics model; wherein the displacement attitude data includes a displacement change parameter and a rotation angle change parameter;

[0163] When all the preset cycles included in the simulation driving have been executed, the dynamic response data of the high-speed train to be tested under the target flow test condition output by the multi-body dynamics model is obtained.

[0164] Further, when the train simulation module 620 is used to obtain the aerodynamic load data on the high-speed train to be tested caused by the air flow output by the panel dynamics model based on the preset initial displacement posture data, the train simulation module 620 is used to:

[0165] Inputting the preset initial displacement posture data into the panel dynamics model, and performing iterative calculation using the boundary condition equation group in the panel dynamics model to obtain the source intensity and vortex intensity corresponding to each panel mesh in the panel dynamics model;

[0166] Based on the source intensity and vortex intensity corresponding to each facet grid, by analyzing the flow field characteristics of each facet grid, the force parameters and torque parameters corresponding to each facet grid of the high-speed train to be tested output by the facet dynamics model are obtained to obtain the aerodynamic load data.

[0167] Further, when the train simulation module 620 is used to obtain the displacement posture data output by the multi-body dynamics model and reflecting the dynamic behavior of the high-speed train to be tested under the target flow test condition based on the aerodynamic load data, the train simulation module 620 is used to:

[0168] Based on the force parameters and torque parameters corresponding to each facet grid of the high-speed train to be tested, the input interface defined by the multi-body dynamics model is used for conversion to obtain the force parameters and torque parameters corresponding to the entire high-speed train to be tested;

[0169] Based on the force parameters and torque parameters corresponding to the high-speed train to be tested as a whole, the displacement change parameters and rotation angle change parameters corresponding to the multiple levels of carriages pre-divided in the high-speed train to be tested output by the multi-body dynamics model are obtained to obtain the displacement posture data.

[0170] Further, when the data analysis module 630 is used to obtain the simulation result of the high-speed train to be tested under the target flow test condition through function analysis based on the dynamic response data, the data analysis module 630 is used to:

[0171] Based on the dynamic response data, determining the displacement change time series and the rotation angle change time series respectively corresponding to the multiple levels of carriages pre-divided in the high-speed train to be tested;

[0172] Based on the displacement change time series and the rotation angle change time series, the displacement change curves and rotation angle change curves corresponding to each level of the multiple levels of carriages in the horizontal, vertical and longitudinal directions are determined through function analysis to obtain the simulation results of the high-speed train to be tested under the target flow test conditions.

[0173] The simulation device for the dynamic response of a high-speed train provided in the embodiment of the present application constructs a panel element dynamics model of the high-speed train to be tested by utilizing potential energy theory, and constructs a multi-body dynamics model of the high-speed train to be tested based on the body structure and the suspension system. Under the target flow test condition, the high-speed train to be tested is simulated to run by a time domain series sequential coupling method, so as to couple the panel element dynamics model with the multi-body dynamics model online, and obtain the non-steady-state response of the high-speed train under the target flow test condition, so as to obtain the simulation result of the high-speed train to be tested under the target flow test condition, thereby solving the problem of waste of simulation computing resources, improving the accuracy of the simulation of the dynamic response of the high-speed train, and further improving the simulation efficiency of the dynamic response of the high-speed train.

[0174] See also Figure 7 , Figure 7 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present application. Figure 7 As shown in , the electronic device 700 includes a processor 710 , a memory 720 and a bus 730 .

[0175] The memory 720 stores machine-readable instructions executable by the processor 710. When the electronic device 700 is running, the processor 710 communicates with the memory 720 via the bus 730. When the machine-readable instructions are executed by the processor 710, the above-mentioned Figure 1 The steps of the method for simulating the dynamic response of a high-speed train in the method embodiment shown and the specific implementation thereof can be found in the method embodiment, which will not be described in detail here.

[0176] The present application also provides a computer-readable storage medium on which a computer program is stored. When the computer program is executed by a processor, the computer program can execute the above-mentioned Figure 1 The steps of the method for simulating the dynamic response of a high-speed train in the method embodiment shown and the specific implementation thereof can be found in the method embodiment, which will not be described in detail here.

[0177] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0178] In the several embodiments provided in the present application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. The device embodiments described above are merely schematic. For example, the division of the units is only a logical function division. There may be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some communication interfaces, and the indirect coupling or communication connection of devices or units can be electrical, mechanical or other forms.

[0179] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0180] In addition, each functional unit in each embodiment of the present application 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.

[0181] If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a non-volatile computer-readable storage medium that is executable by a processor. Based on this understanding, the technical solution of the present application can essentially be embodied in the form of a software product, or in other words, the part that contributes to the prior art or the part of the technical solution. The computer software product is stored in a storage medium, including several instructions for 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 method described in each embodiment of the present application. The aforementioned storage medium includes: various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk.

[0182] Finally, it should be noted that the above-described embodiments are only specific implementation methods of the present application, which are used to illustrate the technical solutions of the present application, rather than to limit them. The protection scope of the present application is not limited thereto. Although the present application is described in detail with reference to the above-mentioned embodiments, ordinary technicians in the field should understand that any technician familiar with the technical field can still modify the technical solutions recorded in the above-mentioned embodiments within the technical scope disclosed in the present application, or can easily think of changes, or make equivalent replacements for some of the technical features therein; and these modifications, changes or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application, and should be included in the protection scope of the present application. Therefore, the protection scope of the present application shall be based on the protection scope of the claims.

Claims

1. A method for simulating the dynamic response of a high-speed train, characterized in that: The simulation method comprises: Based on the external dimension parameters and preset panel parameters of the high-speed train to be tested, a panel element dynamics model of the high-speed train to be tested is constructed using potential energy theory, and based on the body structure parameters and suspension system parameters of the high-speed train to be tested, a multi-body dynamics model of the high-speed train to be tested is constructed; For a target flow test condition among a plurality of preset flow test conditions, based on the target flow test condition, the high-speed train to be tested is simulated to run by a time-domain series sequential coupling method, so as to couple the panel dynamics model with the multi-body dynamics model online, and obtain dynamic response data of the high-speed train to be tested under the target flow test condition; Based on the dynamic response data, a simulation result of the high-speed train to be tested under the target flow test condition is obtained through function analysis.

2. The method according to claim 1, characterized in that: The method of constructing a panel element dynamics model of the high-speed train to be tested based on the external dimension parameters of the high-speed train to be tested and the preset panel parameters using the potential energy theory includes: Based on the external dimension parameters of the high-speed train to be tested and the preset panel parameters, a geometric simulation model of the high-speed train to be tested is constructed, and a plurality of facet grids are generated in the geometric simulation model; Based on the potential function and boundary conditions pre-set according to the potential energy theory, a boundary condition equation group is established; Based on the geometric simulation model, the multiple surface element grids and the boundary condition equation group, a surface element dynamic model of the high-speed train to be tested is constructed.

3. The method according to claim 1, characterized in that The method of constructing a multi-body dynamics model of the high-speed train to be tested based on the body structure parameters and suspension system parameters of the high-speed train to be tested comprises: Based on the body structure parameters of the high-speed train to be tested, construct a global coordinate system and a local coordinate system for describing the positions and postures corresponding to the whole and parts of the high-speed train to be tested respectively; Based on the suspension system parameters of the high-speed train to be tested, determining the suspension connection relationship between the suspension system of the high-speed train to be tested and the car body, and the wheel-rail contact relationship between the wheelset of the high-speed train to be tested and the track; Based on the global coordinate system, the local coordinate system, the suspension connection relationship and the wheel-rail contact relationship, a multi-body dynamics model of the high-speed train to be tested is constructed, and an input interface of the multi-body dynamics model is defined using a preset radial basis function.

4. The method according to claim 1, characterized in that: Based on the target flow test condition, the high-speed train to be tested is simulated to run by a time-domain series sequential coupling method, so as to couple the panel dynamics model with the multi-body dynamics model online, and obtain dynamic response data of the high-speed train to be tested under the target flow test condition, including: Under the target flow test condition, controlling the high-speed train to be tested to perform simulation running at a preset simulated running speed; For each of the multiple preset cycles included in the simulated driving, based on the preset initial displacement posture data, aerodynamic load data generated by air flow and acting on the high-speed train to be tested output by the panel dynamics model is obtained, and the aerodynamic load data is transmitted to the multi-body dynamics model; wherein the aerodynamic load data includes force parameters and torque parameters; Based on the aerodynamic load data, the displacement attitude data reflecting the dynamic behavior of the high-speed train to be tested under the target flow test condition output by the multi-body dynamics model is obtained, and the displacement attitude data is transmitted to the panel dynamics model to realize online coupling between the panel dynamics model and the multi-body dynamics model; wherein the displacement attitude data includes a displacement change parameter and a rotation angle change parameter; When all the preset cycles included in the simulation driving have been executed, the dynamic response data of the high-speed train to be tested under the target flow test condition output by the multi-body dynamics model is obtained.

5. The method according to claim 4, characterized in that The step of obtaining aerodynamic load data on the high-speed train to be tested caused by air flow output by the panel dynamics model based on the preset initial displacement posture data includes: Inputting the preset initial displacement posture data into the panel dynamics model, and performing iterative calculation using the boundary condition equation group in the panel dynamics model to obtain the source intensity and vortex intensity corresponding to each panel mesh in the panel dynamics model; Based on the source intensity and vortex intensity corresponding to each facet grid, by analyzing the flow field characteristics of each facet grid, the force parameters and torque parameters corresponding to each facet grid of the high-speed train to be tested output by the facet dynamics model are obtained to obtain the aerodynamic load data.

6. The method according to claim 5, characterized in that The step of obtaining displacement posture data output by the multi-body dynamics model and reflecting the dynamic behavior of the high-speed train to be tested under the target flow test condition based on the aerodynamic load data includes: Based on the force parameters and torque parameters corresponding to each facet grid of the high-speed train to be tested, the input interface defined by the multi-body dynamics model is used for conversion to obtain the force parameters and torque parameters corresponding to the entire high-speed train to be tested; Based on the force parameters and torque parameters corresponding to the high-speed train to be tested as a whole, the displacement change parameters and rotation angle change parameters corresponding to the multiple levels of carriages pre-divided in the high-speed train to be tested output by the multi-body dynamics model are obtained to obtain the displacement posture data.

7. The method according to claim 1, characterized in that The obtaining, based on the dynamic response data, a simulation result of the high-speed train to be tested under the target flow test condition through function analysis includes: Based on the dynamic response data, determining the displacement change time series and the rotation angle change time series respectively corresponding to the multiple levels of carriages pre-divided in the high-speed train to be tested; Based on the displacement change time series and the rotation angle change time series, the displacement change curves and rotation angle change curves corresponding to each level of the multiple levels of carriages in the horizontal, vertical and longitudinal directions are determined through function analysis to obtain the simulation results of the high-speed train to be tested under the target flow test conditions.

8. A high-speed train dynamic response simulation device, characterized in that: The simulation device comprises: A model building module, used to build a panel element dynamics model of the high-speed train to be tested based on the external dimension parameters and preset panel parameters of the high-speed train to be tested using potential energy theory, and to build a multi-body dynamics model of the high-speed train to be tested based on the body structure parameters and suspension system parameters of the high-speed train to be tested; A train simulation module, for simulating the running of the high-speed train to be tested by a time-domain series sequential coupling method based on a target flow test condition among a plurality of preset flow test conditions, so as to couple the panel dynamics model with the multi-body dynamics model online, and obtain dynamic response data of the high-speed train to be tested under the target flow test condition; The data analysis module is used to obtain the simulation result of the high-speed train to be tested under the target flow test condition through function analysis based on the dynamic response data.

9. An electronic device, characterized in that: include: A processor, a memory and a bus, wherein the memory stores machine-readable instructions executable by the processor, and when the electronic device is running, the processor and the memory communicate through the bus, and the machine-readable instructions are executed by the processor to execute the steps of the method for simulating the dynamic response of a high-speed train as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the method for simulating the dynamic response of a high-speed train as claimed in any one of claims 1 to 7 are executed.

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