Method, device and equipment for protecting trackside equipment in tunnel and storage medium

Abstract

The embodiment of the invention provides a protection method, device and equipment for trackside equipment in a tunnel and a storage medium. The method comprises the steps that tunnel parameters in a passing tunnel, train parameters of a passing train and equipment parameters of the trackside equipment are obtained; setting a plurality of first pressure monitoring points on the rail-side equipment according to the equipment parameters, and setting a plurality of second pressure monitoring points on the passage tunnel according to the tunnel parameters and the train parameters; establishing a tunnel train flow field model according to the equipment parameters, the tunnel parameters and the train parameters; based on the tunnel train flow field model, air flow in the passing tunnel is analyzed, and pressure monitoring results of all the first pressure monitoring points and all the second pressure monitoring points in the process that the passing train passes through the passing tunnel are determined; protecting the trackside equipment according to the pressure monitoring result; according to the method provided by the invention, the risk that the trackside equipment is damaged due to excessive wind power can be effectively reduced when the train passes.

Description

Technical Field

[0001] The present application relates to, but is not limited to, the field of fluid machinery technology, and in particular to a method, device, equipment and storage medium for protecting trackside equipment in a tunnel. Background Art

[0002] At present, my country has started the development of CR450 high-speed EMU with a speed of 400 kilometers per hour. As the speed of trains increases, the requirements for the safety performance of trains and supporting facilities will become higher and higher. The increase in train speed will lead to increased train vibration and greater aerodynamic shock to trackside equipment, which puts forward new requirements for the vibration resistance of trackside equipment. In order to ensure its operational safety, relevant research needs to be carried out to provide theoretical support for equipment development.

[0003] Compared with open-line operation, the limited space in the tunnel will cause more intense aerodynamic phenomena when high-speed trains are running. For example, when the train enters and exits the tunnel, corresponding compression waves and expansion waves will be generated at the front and rear of the train. The compression wave propagates at the speed of sound in the tunnel to the tunnel entrance, and then it will be reflected back as an expansion wave. The corresponding expansion wave will generate a compression wave after reaching the tunnel entrance. The two will overlap in the tunnel, resulting in complex aerodynamic phenomena. When the train passes the signal light, it will also generate a large pressure fluctuation on the signal light, causing the signal equipment to vibrate, affecting the normal operation of the equipment and the stability of signal transmission.

[0004] The pressure waves generated by high-speed trains during operation can cause impact and vibration to signal equipment, which requires us to re-evaluate the safety performance of existing railway equipment to cope with the risks and challenges brought by higher speeds. In order to ensure that signal equipment can still maintain good performance in the complex high-speed train operation environment, it is necessary to conduct in-depth research on the aerodynamic effects of signal equipment. This will provide scientific and reasonable suggestions and measures for the design, installation and maintenance of signal equipment, and effectively improve its reliability. Summary of the invention

[0005] The following is a summary of the subject matter described in detail herein. This summary is not intended to limit the scope of the claims.

[0006] The embodiments of the present application provide a method, apparatus, device and storage medium for protecting trackside equipment in a tunnel, which can effectively reduce the risk of trackside equipment being damaged due to excessive wind force when a train passes.

[0007] To achieve the above-mentioned objectives, the first aspect of an embodiment of the present application proposes a method for protecting trackside equipment in a tunnel, comprising: obtaining tunnel parameters in a passage tunnel, train parameters of a passing train and equipment parameters of trackside equipment; establishing a tunnel train flow field model according to the equipment parameters, the tunnel parameters and the train parameters; setting a plurality of first pressure monitoring points on the trackside equipment according to the equipment parameters, and setting a plurality of second pressure monitoring points on the passage tunnel according to the tunnel parameters and the train parameters; analyzing the air flow in the passage tunnel based on the tunnel train flow field model, and determining the pressure monitoring results of each of the first pressure monitoring points and each of the second pressure monitoring points in the process of the passing train passing through the passage tunnel; and performing protection processing on the trackside equipment according to the pressure monitoring results of the first pressure monitoring points and the second pressure monitoring points.

[0008] In some embodiments, the tunnel train flow field model is established according to the equipment parameters, the tunnel parameters and the train parameters, including: setting a coordinate origin in the passage tunnel, establishing a tunnel model based on the tunnel parameters and the train parameters with the coordinate origin as the center, and establishing external flow fields of preset sizes at the tunnel entrances on both sides of the passage tunnel; arranging the trackside equipment at the position corresponding to the second pressure monitoring point in the passage tunnel, the passage train moves forward along the tunnel direction, and establishing a data interaction surface in the movement channel containing the passage train and located inside the passage tunnel, the area within the data interaction surface is defined as the motion domain, and the area outside the data interaction surface is defined as the static domain; the motion domain and the static domain are respectively meshed to determine the tunnel train flow field model.

[0009] In some embodiments, the analysis of the air flow in the passage tunnel based on the tunnel train flow field model includes: within each preset iteration step, re-gridding the motion domain and the stationary domain according to the flow analysis result after the current iteration step is completed, and the air flow in the next iteration step is analyzed using the re-divided tunnel train flow field model.

[0010] In some embodiments, the air flow in the passage tunnel is analyzed based on the tunnel train flow field model to determine the pressure monitoring results of each of the first pressure monitoring points and each of the second pressure monitoring points in the process of the passage train passing through the passage tunnel, including: determining the first target position of the first pressure monitoring point in the tunnel train flow field model, and determining the second target position of the second pressure monitoring point in the tunnel train flow field model; based on a preset viscosity calculation model and a pressure-velocity coupling algorithm, performing flow field analysis on the first target position, the second target position and another preset measurement point to determine the pressure monitoring results of the first target position, the second target position and the measurement point in the entire prediction time; based on the pressure monitoring results of the first target position, the second target position and the measurement point in the entire prediction time, determining the flow field analysis results of the entire tunnel train flow field model by a preset difference method.

[0011] In some embodiments, the first pressure monitoring points are respectively arranged at each preset first point position of the trackside equipment, for detecting the pressure exerted on each first point position of the trackside equipment, and the second pressure monitoring points are respectively arranged at each preset second point position of the inner wall of the passage tunnel, for detecting the pressure exerted on the trackside equipment when installed at the second point position; the protection processing of the trackside equipment according to the pressure monitoring results of the first pressure monitoring points and the second pressure monitoring points includes: weighting the pressure monitoring results of the second pressure monitoring points and the corresponding pressure monitoring results of the first pressure monitoring points through a preset weight set to determine the first comprehensive pressure exerted on the trackside equipment at the second point position during the entire process of the passing train passing through the passage tunnel; and protection processing of the corresponding trackside equipment according to the first comprehensive pressure at each second point position in the passage tunnel.

[0012] In some embodiments, the weight set includes multiple first weight coefficients and multiple second weight coefficients, and the pressure monitoring results of the second pressure monitoring point and the corresponding pressure monitoring results of the first pressure monitoring point are weighted by a preset weight vector to determine the first comprehensive pressure to which the trackside equipment at the second point is subjected during the entire process of the passing train passing through the passing tunnel, including: for all the first pressure monitoring points of the trackside equipment at one of the second points, the pressure monitoring results of each of the first pressure monitoring points are weighted by the first weight coefficient to determine the first weighted pressure; the first weighted pressure and the pressure monitoring results of the corresponding second pressure monitoring point are weighted by the second weight coefficient to obtain the first comprehensive pressure at the second point.

[0013] In some embodiments, the protection processing of the trackside equipment based on the pressure monitoring results of the first pressure monitoring point and the second pressure monitoring point includes: determining the target point where the first comprehensive pressure is minimum based on the first comprehensive pressure at each of the second points to determine the installation point of the trackside equipment; adjusting the position and orientation of the trackside equipment based on the pressure monitoring results of each of the first pressure monitoring points at the target point.

[0014] To achieve the above-mentioned purpose, the second aspect of the present application proposes a protection device for trackside equipment in a tunnel, including: an acquisition module, used to obtain tunnel parameters in a passing tunnel, train parameters of a passing train and equipment parameters of trackside equipment; a modeling module, used to establish a tunnel train flow field model according to the equipment parameters, the tunnel parameters and the train parameters; a setting module, used to set a plurality of first pressure monitoring points on the trackside equipment according to the equipment parameters, and set a plurality of second pressure monitoring points on the passing tunnel according to the tunnel parameters and the train parameters; an analysis module, used to preset a time step and a number of iterations, analyze the air flow in the passing tunnel based on the tunnel train flow field model, and determine the pressure monitoring results of each of the first pressure monitoring points and each of the second pressure monitoring points in the process of the passing train passing through the passing tunnel; a processing module, used to perform protection processing on the trackside equipment according to the pressure monitoring results of the first pressure monitoring point and the second pressure monitoring point.

[0015] To achieve the above-mentioned purpose, the third aspect of an embodiment of the present application proposes an electronic device, which includes a memory and a processor, the memory stores a computer program, and when the processor executes the computer program, it implements the method for protecting trackside equipment in the tunnel described in the first aspect.

[0016] To achieve the above-mentioned purpose, the fourth aspect of an embodiment of the present application proposes a storage medium, which is a computer-readable storage medium, and the storage medium stores a computer program. When the computer program is executed by a processor, the method for protecting trackside equipment in a tunnel described in the first aspect is implemented.

[0017] The embodiments of the present application include at least the following beneficial effects: the present application proposes a method for protecting trackside equipment in a tunnel, in which, in addition to conventional tunnel parameters and train parameters, the present application also introduces equipment parameters of trackside equipment in a passage tunnel, and jointly establishes a tunnel train flow field model through tunnel parameters, train parameters and equipment parameters, and performs air flow analysis on the tunnel train flow field model, so as to determine the air flow analysis results under the influence of trackside equipment; the present application also sets up a plurality of first pressure monitoring points and second pressure monitoring points in the passage tunnel, the first pressure monitoring point is set on the trackside equipment, and is used to obtain the pressure of each point on the trackside equipment, and the second pressure monitoring point is set at a plurality of positions on the passage tunnel, and is used to determine the overall pressure of the trackside equipment when the trackside equipment is set at the corresponding position, therefore, by setting the first pressure monitoring point and the second pressure monitoring point, the pressure on the trackside equipment can be predicted and analyzed in a targeted manner, and the calculation amount of air flow analysis can be greatly reduced, and the trackside equipment can be protected according to the pressure monitoring results of the first pressure monitoring point and the second pressure monitoring point, so as to effectively reduce the risk of damage to the trackside equipment due to excessive wind force when the train passes.

[0018] Other features and advantages of the present application will be described in the following description, and partly become apparent from the description, or understood by practicing the present application. The purpose and other advantages of the present application can be realized and obtained by the structures specifically pointed out in the description, claims and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The accompanying drawings are used to provide further understanding of the technical solution of the present application and constitute a part of the specification. Together with the embodiments of the present application, they are used to explain the technical solution of the present application and do not constitute a limitation on the technical solution of the present application.

[0020] Figure 1 A schematic diagram of an optional flow chart of a method for protecting trackside equipment in a tunnel provided in an embodiment of the present application; Figure 2 A schematic diagram of an optional process for establishing a tunnel train flow field model provided in an embodiment of the present application; Figure 3 A schematic diagram of an optional flow chart for performing protection processing on trackside equipment provided in an embodiment of the present application; Figure 4 An optional structural schematic diagram of a trackside equipment model provided in an embodiment of the present application; Figure 5 An optional structural schematic diagram of the position of the first pressure monitoring point provided in an embodiment of the present application; Figure 6 An optional structural schematic diagram of the position of the second pressure monitoring point of the tunnel section provided in an embodiment of the present application; Figure 7 An optional structural schematic diagram of a train model provided in an embodiment of the present application; Figure 8 An optional structural schematic diagram of a tunnel train flow field model provided in an embodiment of the present application; Fig. 9 An optional structural diagram of a static domain and a motion domain provided in an embodiment of the present application; Fig.10 An optional structural schematic diagram of a head vehicle, a vehicle body, a bogie and a surrounding grid display diagram provided in an embodiment of the present application; Fig.11 A curve diagram showing the pressure variation over time at the signal light measuring point under the condition of a single vehicle running in a tunnel provided in an embodiment of the present application; Fig.12 A corresponding relationship diagram between the pressure change at the measuring point and the propagation of Mach waves provided in the embodiment of the present application; Fig.13 A graph showing the relationship between pressure changes over time at different tunnel section measuring points during tunnel single-vehicle operation provided in an embodiment of the present application; Fig.14 A schematic diagram of an optional structure of the tunnel trackside equipment protection device provided in this embodiment; Fig.15 A schematic diagram of an optional hardware structure of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0021] In order to make the purpose, technical solution and advantages of the present application more clearly understood, the present application is further described in detail below in conjunction with the accompanying 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.

[0022] In the description of this application, “several” means one or more, “more” means more than two, “greater than”, “less than”, “exceed”, etc. are understood to exclude the number, and “above”, “below”, “within”, etc. are understood to include the number.

[0023] It should be noted that, although the functional modules are divided in the device schematic diagram and the logical order is shown in the flowchart, in some cases, the steps shown or described may be performed in a different order than the module division in the device or the order in the flowchart. The terms "first", "second", etc. in the specification, claims or the above drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence.

[0024] In related technologies, the pressure waves generated by high-speed trains during operation can cause impact and vibration to signal equipment, which requires us to re-evaluate the safety performance of existing railway equipment to cope with the risks and challenges brought by higher speeds. In order to ensure that signal equipment can still maintain good performance in a complex high-speed train operation environment, it is necessary to conduct in-depth research on the aerodynamic effects of signal equipment. This will provide scientific and reasonable suggestions and measures for the design, installation and maintenance of signal equipment, and effectively improve its reliability.

[0025] Based on this, the embodiments of the present application provide a method, device, equipment and storage medium for protecting trackside equipment in a tunnel, which can effectively reduce the risk of trackside equipment being damaged due to excessive wind force when a train passes.

[0026] The method, device, equipment and storage medium for protecting trackside equipment in a tunnel provided by the embodiments of the present application are specifically described through the following embodiments. First, the method for protecting trackside equipment in a tunnel in the embodiments of the present application is described.

[0027] The method for protecting trackside equipment in a tunnel provided in an embodiment of the present application relates to the field of computer technology. The method for protecting trackside equipment in a tunnel provided in an embodiment of the present application can be applied to a terminal, can be applied to a server side, or can be software running in a terminal or a server side. In some embodiments, the terminal can be a smart phone, a tablet computer, a laptop computer, a desktop computer, etc.; the server side can be configured as an independent physical server, or can be configured as a server cluster or a distributed system composed of multiple physical servers, or can be configured as a cloud server that provides basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communications, middleware services, domain name services, security services, CDN, and big data and artificial intelligence platforms; the software can be an application that implements the method for protecting trackside equipment in a tunnel, etc., but is not limited to the above forms.

[0028] The present application can be used in many general or special computer system environments or configurations. For example: personal computers, server computers, multiprocessor systems, microprocessor-based systems, set-top boxes, programmable consumer electronics, network PCs, mainframe computers, distributed computing environments including any of the above systems or devices, etc. The present application can be described in the general context of computer executable instructions executed by a computer, such as program modules. Generally, program modules include routines, programs, objects, components, data structures, etc. that perform specific tasks or implement specific abstract data types. The present application can also be practiced in distributed computing environments, in which tasks are performed by remote processing devices connected through a communication network. In a distributed computing environment, program modules can be located in local and remote computer storage media including storage devices.

[0029] The embodiments of the present application are further described below in conjunction with the accompanying drawings.

[0030] like Figure 1 As shown, Figure 1 An optional flow chart of a method for protecting trackside equipment in a tunnel provided in an embodiment of the present application is provided. The method for protecting trackside equipment in a tunnel can be executed by a server, or can also be executed by a terminal, or can also be executed by a server in cooperation with a terminal. The method for protecting trackside equipment in a tunnel includes but is not limited to the following steps S110 to S150: Step S110, obtaining tunnel parameters in the passing tunnel, train parameters of the passing train, and equipment parameters of the trackside equipment; Step S120, setting a plurality of first pressure monitoring points on the trackside equipment according to equipment parameters, and setting a plurality of second pressure monitoring points on the passage tunnel according to tunnel parameters and train parameters; Step S130, establishing a tunnel train flow field model according to equipment parameters, tunnel parameters and train parameters; Step S140, analyzing the air flow in the passage tunnel based on the tunnel train flow field model, and determining the pressure monitoring results of each first pressure monitoring point and each second pressure monitoring point in the process of the passage train passing through the passage tunnel; Step S150: performing protection processing on the trackside equipment according to the pressure monitoring results of the first pressure monitoring point and the second pressure monitoring point.

[0031] Based on this, the present application proposes a method for protecting trackside equipment in a tunnel. In this method, in addition to conventional tunnel parameters and train parameters, the present application also introduces equipment parameters of trackside equipment in a passage tunnel. A tunnel train flow field model is jointly established through tunnel parameters, train parameters and equipment parameters, and air flow analysis is performed on the tunnel train flow field model, so that the air flow analysis results under the influence of trackside equipment can be determined; the present application also sets a plurality of first pressure monitoring points and second pressure monitoring points in the passage tunnel. The first pressure monitoring point is set on the trackside equipment and is used to obtain the pressure of each point on the trackside equipment. The second pressure monitoring point is set at multiple positions on the passage tunnel to determine the overall pressure of the trackside equipment when the trackside equipment is set at the corresponding position. Therefore, by setting the first pressure monitoring point and the second pressure monitoring point, the pressure on the trackside equipment can be predicted and analyzed in a targeted manner, and the calculation amount of air flow analysis can be greatly reduced. The trackside equipment is protected according to the pressure monitoring results of the first pressure monitoring point and the second pressure monitoring point, so that the risk of damage to the trackside equipment due to excessive wind force can be effectively reduced when the train passes.

[0032] In the example proposed in this application, a five-lamp signal lamp model is used as the trackside equipment; the passing train adopts a simplified three-unit Fuxinghao CR450 high-speed EMU train model, which consists of a head car, a middle car, and a tail car. The length of the head car and the tail car is 27.1m, the length of the middle car is 25.6m, the car width is 3.4m, and the total length is 79.8m. In order to facilitate grid division and reduce the amount of calculation, the pantograph and other components are simplified. The passing tunnel adopts a high-speed railway standard tunnel with a clearance area S tunnel =100m 2 , blocking ratio β = S train / S tunnel =0.112. In order to better study the aerodynamic load of the signal under different working conditions, the tunnel length is selected based on the most unfavorable tunnel length formula:

[0033] in, represents the most unfavorable tunnel length, represents the length of the passing train, c is the speed of sound (340m / s), Indicates the speed of the passing train.

[0034] In addition to studying the aerodynamic impact on signal lights under the most unfavorable tunnel conditions, the present invention also selected a 1000m medium-long tunnel condition and performed calculations and analyses at train speeds of 350km, 400km, and 450km.

[0035] Compared with the traditional tunnel simulation model, trackside equipment is added as the research object in the tunnel. The specific location of the first pressure monitoring point set on the trackside equipment is as follows: Figure 4 and Figure 5 As shown, the first pressure monitoring point includes Figure 5 a1, a2 to a14 in the figure, the specific location of the second pressure monitoring point set in the passage tunnel is as follows Figure 6 As shown, the second pressure monitoring points are respectively arranged in different tunnel sections. Taking a tunnel of 202 meters in length as an example, with a specified tunnel entrance and an interval of 20 meters, tunnel sections are respectively arranged at positions 0 meters, 20 meters, and 40 meters from the tunnel entrance to the tunnel exit. The tunnel sections are approximately semicircular. On the inner wall of the tunnel where each tunnel section is located, multiple second pressure monitoring points are arranged at equal intervals. Taking the tunnel entrance as an example, the second pressure monitoring points on the tunnel section include s1~s7. There are 11 tunnel sections arranged in the tunnel, so there are a total of 77 second pressure monitoring points, namely s1~s77.

[0036] The calculation example proposed in this application performs air flow analysis based on the model established based on the above data. The air flow analysis and the pressure analysis process for the trackside equipment will be described in detail in the following embodiments.

[0037] It can be understood that the examples proposed in the embodiments of the present application do not limit the protection scope of the method proposed in the present application, and the tunnel train flow field model obtained by modifying the above parameters is also within the protection scope of the present application.

[0038] In addition, refer to Figure 2 As shown, one embodiment of the present application, Figure 1 Step S130 in the embodiment includes but is not limited to the following steps S210 to S230: Step S210, setting a coordinate origin in the passage tunnel, establishing a tunnel model based on tunnel parameters and train parameters with the coordinate origin as the center, and establishing external flow fields of preset sizes at the tunnel entrances on both sides of the passage tunnel; Step S220, trackside equipment is set at a position corresponding to the second pressure monitoring point in the passage tunnel, and the passing train moves forward along the tunnel direction. A data exchange surface is established in the movement channel including the passing train and located inside the passage tunnel, and the area within the data exchange surface is defined as a moving domain, and the area outside the data exchange surface is defined as a stationary domain; Step S230, meshing the moving domain and the stationary domain respectively to determine the tunnel train flow field model.

[0039] Continuing to analyze with the specific example in the above embodiment, under the condition of single-vehicle traffic, the overall calculation area is divided into two parts, including a motion domain and a static air domain, and data is transmitted between the motion domain and the static domain through the exchange surface. In order to reduce the influence of the external flow domain on the calculation accuracy, the two air flow domains outside the tunnel are respectively taken as 300m long × 120m wide × 60m high. In order to reduce the amount of calculation, the initial position of the train is placed 50m away from the tunnel entrance to ensure that a stable flow field can be formed around the train.

[0040] Since the tunnel wall, trackside equipment and the ground remain stationary, but the passing train is in relative motion with the ground, the sliding mesh technology is needed. The sliding mesh is divided by establishing different flow basins. When relative motion occurs between different flow basins, data is exchanged by setting up exchange surfaces, thereby simulating the flow field more realistically.

[0041] like Figure 7 and Figure 8As shown in the figure, after determining the length of the passage tunnel, the tunnel model is established by stretching the plane in the SpaceClaim modeling software. In the YZ plane, the coordinate origin is set at the center of the tunnel bottom, and in the XZ plane, the coordinate origin is set at the middle of the tunnel. Multiple second pressure monitoring points are set in the passage tunnel, and trackside equipment is set on the second pressure monitoring point. The second pressure monitoring point is used to detect the overall pressure of the trackside equipment. Multiple first pressure monitoring points are set on the trackside equipment. The first pressure monitoring point is used to detect the pressure of each point on the trackside equipment. The distance between the wheel and rail of the passing train and the tunnel ground is 0.2m. The initial position of the train is placed 50m in front of the tunnel entrance. Then the set tunnel-signal-train model is imported into the StarCCM software for meshing. Before meshing, the model needs to be supplemented. The external flow field is built with the tunnel entrance as a reference. The external flow field is two cuboids with dimensions of 300m long × 120m wide × 60m high.

[0042] The area near the train movement is set as the movement area, with a size of 1164m×4.5m×4.5m. The length of the movement domain corresponding to different tunnel models is different, but they must satisfy the requirement of data exchange during the entire movement process, and the movement domain must remain in an intersecting state. Under the condition of single-vehicle traffic, a movement domain must be set near the train. Then the external flow domain is combined with the tunnel model into an entire spatial calculation flow domain, and then the calculation flow domain is Boolean subtracted from the movement domain, and finally the movement domain and the static domain are obtained. After the Boolean subtraction operation between the movement domain and the static domain, a data interaction surface appears, which is used to transmit air flow data.

[0043] The quality of the mesh has a significant impact on the calculation speed, accuracy and convergence. A mesh that is too large will lead to inaccurate or even divergent calculations, while a mesh that is too small will result in a large loss of computing resources. This application uses the cut body mesh in the starccm fluid simulation software to encrypt the components that require higher mesh accuracy, such as the front and rear of the car and the bogie size is controlled to 0.05m, and the body size is 0.07m. Since the size of the traffic light is relatively small, the control size is 0.005m. The body boundary layer is selected as 15 layers, and the traffic light boundary layer is 8 layers.

[0044] Reference Fig.10 As shown, Fig.10This is a diagram showing the mesh of the head car, car body, bogie and its surroundings. In order to ensure the accuracy of data transmission on the exchange surface, the mesh size near the exchange surface should be similar or equal to ensure that the mesh nodes can correspond well. Therefore, the mesh size of the exchange surface and the outer flow domain and its contact surface are set to 0.64m. In addition, to ensure a uniform transition of the grid, the outer flow domain is encrypted in three layers, with the first layer encryption size of 0.64m, the second layer encryption size of 1.28m, and the third layer of 2.56m. In addition, the car body is also encrypted in three layers, with the first layer encryption size of 0.08m, the second layer encryption size of 0.16m, and the third layer encryption size of 0.32m.

[0045] This application uses Fluent simulation software for numerical simulation, and the numerical solution method is CFD calculation. CFD calculation is to convert the partial differential equations describing the physical problem into a system of algebraic equations to solve, so as to obtain the value of the specified point in the discrete space, and the values ​​of other positions are completed by difference. The spatial area is gridded and discretized, and then the numerical transmission between nodes is calculated by partial differential equations. The calculation equation uses a second-order nonlinear partial differential equation, namely the NS equation, which is expressed as a momentum conservation equation.

[0046] After the meshing is completed in Starccm, the divided model is imported into the Fluent simulation software. The sliding mesh needs to analyze the flow field conditions at each moment, so it needs to be changed to transient calculation after importing the model. First, set the viscosity calculation model to the SST k-ε turbulence model. Since the air in the tunnel is a compressible gas, it is set to ideal-gas. In order to save computing resources, the pressure-velocity coupling adopts the SIMPLE algorithm. Set the air flow rate in the static domain to 0, and set the air flow rate in the moving domain to the vehicle speed, that is, 97.22m / s, 111.11m / s, and 125m / s, which are used to simulate the movement of the train. Set the spatial coordinates of the signal lights and tunnel wall monitoring points that need to be monitored in Fluent. After the setting is completed, set the output monitoring point file for subsequent data processing. Finally, set the calculation time step to 0.005s, and the number of iterations for each time step to 40 times to ensure the convergence requirements of the numerical calculation.

[0047] Reference Fig.11 As shown, Fig.11 (a) Specifically, the pressure curve of the signal light measuring point changes with time under the most unfavorable tunnel length and single vehicle operation. Fig.11(b) Specifically, it is a graph showing the pressure variation over time at the signal light measuring point under the condition of single-vehicle operation in a 1000-meter tunnel. Under the condition of single-vehicle operation in the tunnel, as the vehicle speed increases, the pressure fluctuation amplitude of the signal light in the tunnel also increases, and the negative wave peak value of the signal light is greater than the positive wave peak value. When the initial compression wave generated by the head vehicle entering the tunnel passes through the signal light, the pressure increases, and the initial expansion wave generated by the tail vehicle entering the tunnel decreases when passing through the signal light. The pressure increases when the head vehicle passes through the signal light, and the pressure drops sharply when the vehicle body passes through the signal light, resulting in a large pressure fluctuation. Then, when the tail vehicle passes, the pressure gradually rises to a stable level. This indicates that when the head vehicle passes through the signal light, a strong tensile and compressive force will be generated, which will cause fatigue damage to the signal light. This phenomenon is more obvious in the most unfavorable tunnel. Due to the short length of the most unfavorable tunnel, the superposition effect of the compression wave and the expansion wave is stronger. Coupled with the influence of the pressure waves when the head vehicle and the tail vehicle pass, more complex tunnel pressure wave changes will be generated on the signal light.

[0048] Reference Fig.12 As shown in the figure, when the initial compression wave generated by the leading vehicle entering the tunnel is reflected twice by the tunnel entrance and exit, it meets the initial compression wave generated by the trailing vehicle at the tunnel exit, which is converted into the initial compression wave, in the middle of the tunnel, causing a large pressure fluctuation on the tunnel facilities in the middle of the tunnel, thereby damaging the facilities. Therefore, under tunnel operation conditions, in addition to the initial compression wave generated by the leading vehicle entering the tunnel propagating to the signal light and causing a large pressure fluctuation, when the time difference between the leading and trailing vehicles entering the tunnel is equal to the tunnel length divided by the speed of sound, a large secondary pressure fluctuation will also be generated on the signal light.

[0049] Reference Fig.13 As shown, Fig.13 (a) is a diagram showing the relationship between pressure changes at different tunnel sections and time under the condition of a single vehicle running in a 202-meter tunnel. Fig.13 (b) Specifically, it is a graph showing the relationship between the pressure changes over time at different measuring points in the tunnel sections under the operation of a single vehicle in a 1000-meter tunnel. Tunnel measuring points s7, s14, s21, etc. are selected as measuring points near the same height of the signal lights, in order to explore the most suitable position for placing signal lights under the most unfavorable tunnel single vehicle operation. In the 202m most unfavorable tunnel and the 1000m tunnel, the pressure fluctuation amplitude of the s42 measuring point is the largest, and this position is the middle of the tunnel. Therefore, under the operation of a single vehicle in the tunnel, it is not suitable to set the signal light in the middle of the tunnel. Comparative analysis Fig.12It can be seen that the closer to the middle of the tunnel, the greater the pressure fluctuation amplitude of the tunnel measuring point, and the pressure fluctuation amplitude of the s7 measuring point is the smallest, that is, the tunnel entrance position. And the pressure fluctuation amplitude of the s7 measuring point in the most unfavorable tunnel at 202m is equal to the pressure of the s7 measuring point in the 1000m tunnel, both of which are 1702Pa. This shows that the pressure fluctuation amplitude of the signal light at the entrance is the smallest when a single vehicle is running in the tunnel, and the pressure fluctuation amplitude is independent of the tunnel length. Therefore, the signal light can be placed at the entrance of the tunnel to reduce the impact of the tunnel pressure wave on the signal light and improve its safety. Therefore, in the tunnel train flow field model proposed in this example, when only one signal light needs to be placed in the tunnel, the signal light can be placed at the entrance of the tunnel to reduce the impact of the tunnel pressure wave on the signal light and improve its safety.

[0050] In a specific embodiment, when a tunnel train flow field model is established once, due to the small cross-sectional area of ​​the trackside equipment, the air barrier effect can be approximately ignored. Therefore, if there are remaining unmeasured second points whose distances are greater than a preset distance threshold, in the tunnel train flow field model established this time, models of the trackside equipment can be simultaneously set at multiple second points in the tunnel whose distances are greater than the distance threshold, thereby reducing the number of times the tunnel train flow field model is established for air flow analysis.

[0051] In addition, refer to Figure 3 As shown, in one embodiment of the present application, the first pressure monitoring points are respectively arranged at each preset first point position of the trackside equipment, and are used to detect the pressure on each first point position of the trackside equipment, and the second pressure monitoring points are respectively arranged at each preset second point position of the inner wall of the passage tunnel, and are used to detect the pressure on the trackside equipment when it is installed at the second point position; Figure 1 Step S150 in the embodiment includes but is not limited to the following steps S310 to S320: Step S310, weighting the pressure monitoring result of the second pressure monitoring point and the corresponding pressure monitoring result of the first pressure monitoring point by using a preset weight set to determine the first comprehensive pressure to which the trackside equipment at the second point is subjected during the entire process of the passing train passing through the passing tunnel; Step S320: performing protection processing on the corresponding trackside equipment according to the first comprehensive pressure at each second point in the tunnel.

[0052] In the process of gas flow analysis in the above embodiment, pressure monitoring results are predicted at each first pressure monitoring point and the second pressure monitoring point. First, the weight set includes multiple first weight coefficients and multiple second weight coefficients. In the process of establishing a tunnel train flow field model and performing air flow analysis for a single time, for all first pressure monitoring points of trackside equipment at one of the second points, the pressure monitoring results of each first pressure monitoring point are weighted by the first weight coefficient to determine the first weighted pressure. The first weighted pressure and the pressure monitoring results of the corresponding second pressure monitoring point are weighted by the second weight coefficient to obtain the first comprehensive pressure at the second point, thereby obtaining the overall pressure of each second point when the train passes through the tunnel at the specific speed of the tunnel train flow field model established this time. The first comprehensive pressures of all second points are compared. For a passage tunnel that is limited to a specific train speed, multiple second points with relatively small first comprehensive pressures are selected to install trackside equipment.

[0053] Then, after establishing the tunnel train flow field model and conducting air flow analysis for multiple times, if the tunnel allows multiple train speeds to pass through, the third weight coefficient is set according to the train speed set when establishing the tunnel train flow field model. The greater the train speed, the greater the corresponding value of the third weight coefficient. The first comprehensive pressure of the same second point in the tunnel train flow field model established for different train speeds is weighted by the third weight coefficient to obtain the second comprehensive pressure of the second point when the train passes at different speeds. The second comprehensive pressures of all second points are compared. For tunnels that allow multiple train speeds to pass through, multiple second points with relatively small second comprehensive pressures are selected for the installation of trackside equipment.

[0054] It should be noted that, at one of the second points, when the pressure monitoring result of the second pressure monitoring point or the pressure monitoring result of any first pressure monitoring point is greater than the preset maximum bearing pressure of the trackside equipment, the second point will be directly discarded.

[0055] In addition, refer to Fig.14 The present application also provides a tunnel trackside equipment protection device 1400, comprising: The acquisition module 1401 is used to acquire tunnel parameters in the passing tunnel, train parameters of the passing train, and equipment parameters of the trackside equipment; A setting module 1402 is used to set a plurality of first pressure monitoring points on the trackside equipment according to equipment parameters, and to set a plurality of second pressure monitoring points on the passage tunnel according to tunnel parameters and train parameters; Modeling module 1403, used to establish a tunnel train flow field model according to equipment parameters, tunnel parameters and train parameters; The analysis module 1404 is used to preset a time step and a number of iterations, analyze the air flow in the passage tunnel based on the tunnel train flow field model, and determine the pressure monitoring results of each first pressure monitoring point and each second pressure monitoring point in the process of the passing train passing through the passage tunnel; The processing module 1405 is used to perform protection processing on the trackside equipment according to the pressure monitoring results of the first pressure monitoring point and the second pressure monitoring point.

[0056] The above-mentioned in-tunnel trackside equipment protection device 1400 and the in-tunnel trackside equipment protection method are based on the same inventive concept, which will not be described in detail here.

[0057] In addition, refer to Fig.15 , Fig.15 The hardware structure of an electronic device of another embodiment is illustrated, and the electronic device includes: The processor 1501 may be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of the present application; The memory 1502 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). The memory 1502 can store an operating system and other application programs. When the technical solution provided in the embodiment of this specification is implemented by software or firmware, the relevant program code is stored in the memory 1502, and the processor 1501 calls and executes the tunnel trackside equipment protection method of the embodiment of the present application, for example, executing the above-described Figure 1 Steps S110 to S150 of the method, Figure 2 Steps S210 to S230 of the method, Figure 3 Steps S310 to S320 of the method; Input / output interface 1503, used to implement information input and output; Communication interface 1504, used to realize communication interaction between the device and other devices, which can be realized through wired mode (such as USB, network cable, etc.) or wireless mode (such as mobile network, WIFI, Bluetooth, etc.); A bus 1505 that transmits information between various components of the device (e.g., the processor 1501, the memory 1502, the input / output interface 1503, and the communication interface 1504); The processor 1501 , the memory 1502 , the input / output interface 1503 and the communication interface 1504 are connected to each other in communication within the device via the bus 1505 .

[0058] The present application also provides a storage medium, which is a computer-readable storage medium for computer-readable storage. The storage medium stores one or more programs, and the one or more programs can be executed by one or more processors to implement the above-mentioned tunnel trackside equipment protection method, for example, to execute the above-described Figure 1 Steps S110 to S150 of the method, Figure 2 Steps S210 to S230 of the method, Figure 3 Method steps S310 to S320.

[0059] The memory, as a non-transient computer-readable storage medium, can be used to store non-transient software programs and non-transient computer executable programs. In addition, the memory may include a high-speed random access memory, and may also include a non-transient memory, such as at least one disk storage device, a flash memory device, or other non-transient solid-state storage device. In some embodiments, the memory may optionally include a memory remotely disposed relative to the processor, and these remote memories may be connected to the processor via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0060] 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 in the embodiments of the present application. Those skilled in the art will appreciate that with the evolution of technology and the emergence of new application scenarios, the technical solutions provided in the embodiments of the present application are also applicable to similar technical problems.

[0061] It can be understood by those skilled in the art that Figures 1 to 3 The technical solutions shown in the figure do not constitute a limitation on the embodiments of the present application, and may include more or fewer steps than those shown in the figure, or a combination of certain steps, or different steps.

[0062] The device embodiments described above are merely illustrative, and the units described as separate components may or may not be physically separated, that is, they may be located in one place or distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0063] Those skilled in the art will appreciate that all or some of the steps in the methods disclosed above, and the functional modules / units in the systems and devices may be implemented as software, firmware, hardware, or a suitable combination thereof.

[0064] The terms "first", "second", "third", "fourth", etc. (if any) in the specification of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device comprising a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0065] It should be understood that in the present application, "at least one (item)" means one or more, and "plurality" means two or more. "And / or" is used to describe the association relationship of associated objects, indicating that three relationships may exist. For example, "A and / or B" can mean: only A exists, only B exists, and A and B exist at the same time, where A and B can be singular or plural. The character " / " generally indicates that the objects associated before and after are in an "or" relationship. "At least one of the following" or similar expressions refers to any combination of these items, including any combination of single or plural 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, c can be single or multiple.

[0066] In the several embodiments provided in the present 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 schematic. For example, the division of the above units is only a logical function division. There may be other division methods in actual implementation, such as 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 interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0067] The units described above 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.

[0068] 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. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0069] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including multiple instructions to enable a computer device (which can be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of various embodiments of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (Read-Only Memory, referred to as ROM), random access memory (Random Access Memory, referred to as RAM), disk or optical disk and other media that can store programs.

[0070] The preferred embodiments of the present invention are described above with reference to the accompanying drawings, but the scope of the rights of the present invention is not limited thereto. Any modification, equivalent substitution and improvement made by a person skilled in the art without departing from the scope and essence of the present invention should be within the scope of the rights of the present invention.

Claims

1. A method for protecting trackside equipment in a tunnel, characterized in that: include: Obtain tunnel parameters in the passing tunnel, train parameters of the passing train, and equipment parameters of the trackside equipment; Setting a plurality of first pressure monitoring points on the trackside equipment according to the equipment parameters, and setting a plurality of second pressure monitoring points on the passage tunnel according to the tunnel parameters and the train parameters; Establishing a tunnel train flow field model according to the equipment parameters, the tunnel parameters and the train parameters; Analyzing the air flow in the passage tunnel based on the tunnel train flow field model, and determining the pressure monitoring results of each of the first pressure monitoring points and each of the second pressure monitoring points during the passage of the passage train through the passage tunnel; The trackside equipment is protected according to the pressure monitoring results of the first pressure monitoring point and the second pressure monitoring point.

2. The method for protecting trackside equipment in a tunnel according to claim 1, characterized in that: The step of establishing a tunnel train flow field model according to the equipment parameters, the tunnel parameters and the train parameters comprises: A coordinate origin is set in the passage tunnel, a tunnel model is established based on the tunnel parameters and the train parameters with the coordinate origin as the center, and external flow fields of preset sizes are established at the tunnel openings on both sides of the passage tunnel; The trackside equipment is arranged at a position corresponding to the second pressure monitoring point in the passage tunnel, the passage train moves forward along the tunnel direction, a data exchange surface is established in a movement channel including the passage train and located inside the passage tunnel, an area within the data exchange surface is defined as a movement domain, and an area outside the data exchange surface is defined as a static domain; The moving domain and the stationary domain are meshed respectively to determine a tunnel train flow field model.

3. The method for protecting trackside equipment in a tunnel according to claim 2, characterized in that: The analyzing the air flow in the passage tunnel based on the tunnel train flow field model includes: In each preset iteration step, the moving domain and the stationary domain are re-grid-divided according to the flow analysis result after the current iteration step is completed, so as to analyze the air flow in the next iteration step by using the re-divided tunnel train flow field model.

4. The method for protecting trackside equipment in a tunnel according to claim 1, characterized in that: The analyzing the air flow in the passage tunnel based on the tunnel train flow field model to determine the pressure monitoring results of each of the first pressure monitoring points and each of the second pressure monitoring points during the passage of the passage train through the passage tunnel includes: Determine a first target position of the first pressure monitoring point within the tunnel train flow field model, and determine a second target position of the second pressure monitoring point within the tunnel train flow field model; Based on a preset viscosity calculation model and a pressure-velocity coupling algorithm, flow field analysis is performed on the first target position, the second target position, and another preset measurement point to determine pressure monitoring results of the first target position, the second target position, and the measurement point during the entire prediction time; Based on the first target position, the second target position and the pressure monitoring results of the measuring point within the entire prediction time, the flow field analysis results of the entire tunnel train flow field model are determined by a preset difference method.

5. The method for protecting trackside equipment in a tunnel according to claim 1, characterized in that: The first pressure monitoring points are respectively arranged at each preset first point position of the trackside equipment, and are used to detect the pressure on each first point position of the trackside equipment; the second pressure monitoring points are respectively arranged at each preset second point position of the inner wall of the passage tunnel, and are used to detect the pressure on the trackside equipment when it is installed at the second point position; The performing protection processing on the trackside equipment according to the pressure monitoring results of the first pressure monitoring point and the second pressure monitoring point includes: The pressure monitoring result of the second pressure monitoring point and the corresponding pressure monitoring result of the first pressure monitoring point are weighted by a preset weight set to determine a first comprehensive pressure to which the trackside equipment at the second point is subjected during the entire process of the passing train passing through the passing tunnel; The corresponding trackside equipment is protected according to the first comprehensive pressure at each of the second points in the passage tunnel.

6. The method for protecting trackside equipment in a tunnel according to claim 5, characterized in that: The weight set includes a plurality of first weight coefficients and a plurality of second weight coefficients, and the pressure monitoring result of the second pressure monitoring point and the corresponding pressure monitoring result of the first pressure monitoring point are weighted by a preset weight vector to determine the first comprehensive pressure to which the trackside equipment at the second point is subjected during the entire process of the passing train passing through the passing tunnel, including: For all the first pressure monitoring points of the trackside equipment at one of the second points, weighting the pressure monitoring results of each of the first pressure monitoring points by using the first weight coefficient to determine a first weighted pressure; The first weighted pressure and the pressure monitoring result of the corresponding second pressure monitoring point are weighted by the second weight coefficient to obtain the first comprehensive pressure at the second point.

7. The method for protecting trackside equipment in a tunnel according to claim 6, characterized in that: The performing protection processing on the trackside equipment according to the pressure monitoring results of the first pressure monitoring point and the second pressure monitoring point includes: Determine the target point where the first comprehensive pressure is minimum according to the first comprehensive pressure at each of the second points, so as to determine the installation point of the trackside equipment; The position and orientation of the trackside equipment are adjusted according to the pressure monitoring results of each of the first pressure monitoring points at the target location.

8. A tunnel trackside equipment protection device, characterized in that: include: An acquisition module, used to acquire tunnel parameters in the passing tunnel, train parameters of the passing train, and equipment parameters of the trackside equipment; A setting module, used for setting a plurality of first pressure monitoring points on the trackside equipment according to the equipment parameters, and setting a plurality of second pressure monitoring points on the passage tunnel according to the tunnel parameters and the train parameters; A modeling module, used for establishing a tunnel train flow field model according to equipment parameters, the tunnel parameters and the train parameters; An analysis module, configured to preset a time step and a number of iterations, analyze the air flow in the passage tunnel based on the tunnel train flow field model, and determine the pressure monitoring results of each of the first pressure monitoring points and each of the second pressure monitoring points during the passage of the passage train through the passage tunnel; A protection module is used to perform protection processing on the trackside equipment according to the pressure monitoring results of the first pressure monitoring point and the second pressure monitoring point.

9. An electronic device, characterized in that: The electronic device includes a memory and a processor, the memory stores a computer program, and the processor implements the method for protecting trackside equipment in a tunnel according to any one of claims 1 to 7 when executing the computer program.

10. A storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the method for protecting trackside equipment in a tunnel according to any one of claims 1 to 7 is implemented.

Images