Design and determination method for model test of train aerodynamic impact on lifting platform door

Abstract

The application discloses a design and determination method of a train aerodynamic impact dynamic model test suitable for a lifting type platform door, takes a multi-unit lifting type platform door suitable for multi-standard railway vehicle stopping and meeting passenger boarding as a research object, refers to key technical parameters such as vehicle gauge, overall aerodynamic appearance scale, operation speed grade and the like of domestic different speed grade CRH series vehicles, CR400 series vehicles, city area trains and metro trains, adopts a scale model scheme suitable for test precision, establishes a standard double-line station layout test model meeting train straight-through and stopping, and based on the station layout test model, a test model of the multi-unit lifting type platform door is arranged, and the train aerodynamic impact dynamic model test design and data determination are carried out from aspects of test model process layout, a power system, a control system, a brake system, data acquisition system arrangement, test equipment selection and point arrangement methods.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of rail transit platform shielding door system and train aerodynamics, in particular to a design and determination method suitable for lift-type platform door passing through train aerodynamic impact dynamic model test. BACKGROUND

[0002] At present, China has entered a new stage of promoting new urbanization with urban agglomerations and metropolitan areas as the main body. Based on the characteristics of regional "network operation, interconnection, resource sharing and intensive use", a technical requirement and management mode suitable for the integrated operation of China's multi-level rail transit is constructed to achieve the goal of "integrated operation, integrated management and integrated service".

[0003] The platform shielding door system is a continuous barrier set at the edge of the platform, which separates the passenger waiting area from the train running area, and corresponds to the train door, and can control the opening and closing of the sliding door at multiple levels. It is generally divided into full height, half height, airtight and non-airtight, and is simply called shielding door or platform door. When the train arrives and departs, the shielding door can be automatically opened and closed to mechanically isolate the train space from the passenger waiting space, creating a safe and comfortable waiting environment for passengers. Under the background of multi-level rail transit integration, due to the large number of train types and different door arrangement positions of different types, etc., the existing fixed door opening position platform door is difficult to adapt to the needs of different types of multi-standard vehicles, and there are certain hidden dangers to train safety, such as most high-speed railway and intercity railway platforms without platform shielding doors.

[0004] A Chinese invention patent with the patent number CN111547071B and the invention name "High-speed rail platform door with adjustable door opening position" discloses a high-speed rail platform door with adjustable door opening position, which relates to the technical field of high-speed rail / intercity rail platform shielding door, in particular to a high-speed rail platform door with adjustable door opening position. It comprises a plurality of fixed door frames arranged in the same straight line along the length direction of the platform edge and connected to each other, a plurality of movable units are arranged in each fixed door frame, the movable unit comprises a movable door, a first telescopic device, a second telescopic device, a first driving member and a second driving member; the first telescopic device and the second telescopic device are respectively located on both sides of the movable door, a first fixing device matched with each other is arranged between the movable unit and the fixed door frame, and a second fixing device is also arranged between adjacent movable units. The patent technology can only solve the problem of different vehicle types that cannot adjust the door opening position within a certain error range, and cannot solve the problem of train stopping and opening and closing passengers on the column position; the movable door changes between the functions of moving and stable fixing within the range of the unit column, and the installation stability and practicality are insufficient.

[0005] CN111775965B, entitled "A down-driving staggered high-speed rail platform door", discloses a down-driving staggered high-speed rail platform door, which includes a plurality of movable door unit groups arranged continuously along the platform direction. Each movable door unit group includes a first movable door, a second movable door, a third movable door and a fourth movable door arranged sequentially in the closed state. The first movable door and the third movable door are arranged in the first row, and the second movable door and the fourth movable door are arranged in the second row. The driving devices of the first movable door and the third movable door are arranged at the bottom of the first row and staggered vertically, and the driving devices of the second movable door and the fourth movable door are arranged at the bottom of the second row and staggered vertically. The first movable door and the fourth movable door are configured to move 1 or 2 door widths towards the central position of the movable door unit group under the driving of the driving mechanism. The second movable door and the third movable door are configured to move 1 door width to the left or right side under the driving of the driving device. The patent technology adopts a staggered door opening mode, which has inconsistent space width in each shield door section, cannot well realize passenger boarding and alighting, and has certain safety hazards. The staggered driving door driving mode with multiple driving systems on the lower side occupies a large space, and the driving belt transmission system of the shield door unit on the two sides is arranged far away, which greatly reduces the working stability, sensitivity and precision.

[0006] CN104176067A, entitled "Platform safety door suitable for all train models", discloses a platform safety door structure, which includes two groups of sliding door assemblies installed in opposite positions on the same vertical column. The door body structure includes left and right sliding doors with opposite sliding directions. After the train stops, the left sliding door of the door body structure slides and overlaps with the right sliding door of the adjacent door body structure on the left. The right sliding door of the door body structure slides and overlaps with the left sliding door of the adjacent door body structure on the right, realizing the adaptation to different train models. However, in this technical solution, the stroke of the left / right sliding door is fixed, and each sliding door only realizes the opening action through one-way movement. This way still has limitations in adaptability to different train models, and cannot adjust the opening position according to different train models. For example, when the train stops and its doors are located in the overlapping area of the left / right sliding door, this solution cannot realize the aligned opening.

[0007] A Chinese patent application with publication number CN111762204A and title "Lifting and folding type platform protection device suitable for multiple vehicle types" discloses a lifting and folding type platform protection device suitable for multiple vehicle types, which comprises lifting and folding platform doors, upright columns and end doors. A plurality of lifting and folding platform doors and upright columns are arranged alternately along the track in the longitudinal direction to form a longitudinal platform door, and the two ends of the longitudinal platform door are provided with transverse end doors. The width of each lifting and folding platform door is equal, and the sum of the widths of all lifting and folding platform doors accounts for more than 80% of the total length of the longitudinal platform door. The lifting and folding platform door comprises a plurality of shielding folding pieces which are hingedly connected in sequence, and the two ends of the shielding folding piece are slidably connected to the upright columns on both sides. The shielding function of the platform door is realized by the up-down folding and unfolding of the lifting and folding platform door instead of the fixed door and the sliding door of the traditional platform door. Such a vertical lifting platform door folding piece is placed above the platform door, which has a safety hazard of falling and injuring passengers. Due to the limitation of the folding structure itself, a fixed installation and transmission structure needs to be maintained on the platform surface at all times, and the maximum opening degree of the platform door will always be affected by these structures, so the channel between the platform surface and the train door cannot be opened arbitrarily.

[0008] A Chinese patent application with publication number CN206844928U and title "Semi-high safety door with upper drive mechanism" discloses a semi-high safety door with an upper drive mechanism, which comprises a door body structure, a drive mechanism and a support structure. The door body structure comprises two sliding doors arranged left and right and a fixed door installed between the two sliding doors, and the top of the fixed door is fixedly provided with a top box. The drive mechanism is integrally arranged inside the top box and comprises two sets of drive units connected to the two sliding doors respectively, and each set of drive unit independently drives the sliding door to perform opening and closing operation. The support structure is arranged at the bottom of each sliding door and is used for supporting the sliding door. The cumulative error of door body opening and closing synchronization can be effectively reduced, and the synchronization of sliding door opening and closing can be ensured, which is suitable for platforms of high-speed railways, intercity railways and the like. The patent technology drives two adjacent sliding doors to open and close the platform door through two sets of drive units, and the drive mechanism is complex and the platform door device has a large thickness. At the same time, the opening degree of the platform door is fixed, and the opening position is fixed, which is difficult to adapt to the needs of different vehicle types and different door positions.

[0009] Chinese invention patent CN118332678B, entitled "Evaluation Method for Safe Speed ​​Threshold of Multi-Mode Train Passage Through Lifting Platform Screen Doors," discloses a method for evaluating the safe speed threshold of multi-mode train passage through lifting platform screen doors. Taking multi-unit lifting platform screen doors suitable for passenger boarding and alighting of multi-mode railway vehicles as the research object, it references the vehicle clearance, overall aerodynamic dimensions, operating speed range, and door position technical parameters of different speed levels of CRH series trains, CR400 series trains, urban trains, and subway trains in China. It establishes aerodynamic models of the multi-mode EMU trains passing through lifting platform screen doors in multiple operating states, as well as a dynamic model of the train track system. It jointly calculates the dynamic behavior of multi-mode EMU trains passing through platforms and the dynamic response of lifting platform screen doors in multiple operating states under different operating conditions. The safe speed threshold for multi-mode vehicles is determined through evaluation of the safety and stability indicators of train and platform screen door operation. This patented technology uses numerical simulation to calculate the aerodynamic characteristics of platform screen doors when trains pass, but the calculated data lacks reliability and experimental comparison.

[0010] In summary, existing technologies for platform screen doors adaptable to multiple train types have disclosed several technical solutions, all of which have various technical problems and shortcomings. Regarding the adaptability of novel lift-type platform screen doors, the structural system's operational safety and stability face certain threats under the influence of wind when vehicles pass at different speed levels. It is essential to conduct safety speed threshold and stability assessments for multi-type EMU trains passing through lift-type platform screen doors under wind conditions. Currently, this assessment only focuses on numerical simulations of the aerodynamic characteristics of passing trains. There is an urgent need to develop experimental design and measurement methods for aerodynamic impact models applicable to lift-type platform screen doors. Furthermore, unlike traditional half-height and full-height fixed platform screen doors, which offer advantages in structural stability and fixed installation, clearly defining the safety speed threshold for multi-type EMU trains and the structural safety load-bearing capacity of lift-type platform screen doors is a necessary condition for their development and application. Summary of the Invention

[0011] To ensure the operational safety and stability of multi-mode EMU trains passing through lift-type platform screen doors, this invention proposes a test system for aerodynamic impact models of trains passing through lift-type platform screen doors. It clarifies the safe speed thresholds for multi-mode EMU trains and the structural load-bearing capacity of lift-type platform screen doors. Referring to the vehicle clearance, overall aerodynamic dimensions, operating speed range, and door position technical parameters of different speed levels of CRH series trains, CR400 series trains, urban rail trains, and metro trains in China, this invention presents a test design and measurement method for aerodynamic impact models of trains passing through lift-type platform screen doors.

[0012] To achieve the above technical objectives, the present invention adopts the following technical solution:

[0013] This document describes a method for designing and measuring the aerodynamic impact model of a train passing through a platform screen door. The method focuses on multi-unit platform screen doors suitable for various railway vehicle types and passenger boarding and alighting. Referencing key technical parameters such as vehicle clearance, overall aerodynamic dimensions, and operating speed levels for different speed grades of CRH series, CR400 series, urban rail, and metro trains in China, a scaled-down model scheme suitable for testing accuracy is adopted to establish a standard double-track station layout test model that meets the requirements for train through-passage and stopping. Based on this station layout test model, a multi-unit platform screen door test model is installed. The method designs and measures the aerodynamic impact model of a train passing through the platform screen door, considering aspects such as the test model's process layout, power system, control system, braking system, data acquisition system layout, and the selection and placement of test equipment. Specifically, the method includes the following steps:

[0014] 1) Determine the standard double-track station layout test model for installing multi-unit lifting platform screen doors:

[0015] 11) Establish a station layout test model: The total length of the test line of the station layout test model is selected as the effective length of the arrival and departure lines of the station plus the length of the additional test section, which is obtained by longitudinally extending 300~350m on both sides of the station model. The station layout test model adopts a double track structure. The track spacing of the model is obtained by scaling down the 5m track spacing under the Chinese railway technical standard system. The station layout test model is divided into two layers. The upper layer is the track for the installation of the lifting platform door and the running track of the train moving model. The lower layer is the track for the traction car.

[0016] 12) Installation of multi-unit lifting platform screen doors: The multi-unit lifting platform screen doors are installed on the outermost arrival / departure track according to the actual station layout process. The longitudinal length is calculated based on the longest train formation length for multiple train types plus a longitudinal safety redundancy length, which is greater than or equal to 10m. This safety redundancy length is calculated proportionally. The multi-unit lifting platform screen doors are configured with four switchable working states according to their operating conditions: single-unit lowering boarding position model I, double-unit lowering boarding position model II, fully protected boarding position model III, and multi-unit interval lowering boarding position model III. Type IV, wherein the single-unit lowering boarding position model I of the platform screen door is in the lowering boarding position state, and the remaining units of the platform screen door are in the raising and protective position state; the double-unit lowering boarding position model II of the platform screen door is in the lowering boarding position state, and the remaining units of the platform screen door are in the raising and protective position state; the full protective position model III of the platform screen door is in the raising and protective position state for all units of the platform screen door; and the multi-unit interval lowering boarding position model IV of the platform screen door is in the lowering boarding position state to adapt to the door positions of multiple types of vehicles in a train, and the remaining units of the platform screen door are in the raising and protective position state.

[0017] The multi-unit lifting platform screen door control system mainly consists of onboard equipment, station equipment, and a ground communication network system. The onboard equipment mainly consists of a lifting platform screen door onboard controller, which contains basic parameter information including the train model, external geometric dimensions, and door position of the corresponding vehicle type. The station equipment mainly includes a multi-unit intelligent lifting platform screen door suitable for multiple types of railway vehicles, a lifting platform screen door platform controller, and a door position recognition and monitoring system. The lifting platform screen door platform controller contains basic parameter information including the train model, external geometric dimensions, and door position of all vehicle types that stop or pass through the station, and also includes all unit door control systems of the station platform.

[0018] When designing the multi-unit lifting platform door for the experimental model of the station, the main features of the door leaf, the platform door lifting system, and the protective height compensation telescopic system are retained, while the geometric features of the platform door unit combination connection mechanism, the platform door protection system, and the linkage control unit are simplified and ignored.

[0019] 13) Train Dynamic Model Selection and Design: The train dynamic model should consist of at least a three-car train EMU model including a head car, an intermediate car, and a tail car. During model processing, the geometry of the bogies can be simplified, and the pantograph, pantograph fairing, pantograph-catenary status monitor, air conditioning fairing, converter, and other roof-mounted auxiliary components can be omitted. The model design should retain the streamlined details of the head, the windshield at the vehicle connection points, and the geometric features of the bogie cabin skirts. To ensure the accuracy of relevant test measurements, the sidewalls of the train dynamic model car body should not exhibit significant deformation under a 6 kPa pressure amplitude. The train dynamic model should not vibrate when passing through the lifting platform door at any speed, and the roll angle of the car body's center of gravity should not exceed 3.5°.

[0020] 2) Determine the process division and test control of the test section of the station layout test model.

[0021] 21) Test Section Process Division: The additional test sections of the station layout test model include three parts: acceleration section, constant speed test section, and braking section. The acceleration section uses a power drive system mainly driven by air cannons, and the power drive system should achieve a minimum driving speed of 450 km / h. The constant speed test section should maintain the train at a constant speed to pass through the predetermined speed target. The braking section usually uses a magnetic deceleration device installed below to quickly brake and stop the train model.

[0022] 22) Precision setting of test control system: Applicable to the test of the pneumatic impact dynamic model of the lifting platform door passing through the train. All test operations are completed by the control system. The air pressure value in the air gun is obtained by the control system so that the speed error of the dynamic model is within ±5km / h after firing under the same air pressure.

[0023] 3) Selection of test data acquisition system: The data acquisition system mainly consists of a hot-wire anemometer, pressure sensor and force balance sensor, as well as a triggering device, data acquisition unit, signal transmission optical fiber and related data analysis software. The data acquisition system is used to collect pressure, speed and acceleration data of the lifting platform door and the train surface or flow field during the test.

[0024] 4) Data collection and deployment of lifting platform screen doors:

[0025] 41) Pressure Sensor Calibration: In the model test design and measurement method, pressure gauge weights and a static suspended ball are used to statically calibrate the pressure sensor. Simultaneously, loading and unloading calibration is performed stepwise within a ±1 kPa range to obtain calibration data and determine the sensitivity of the pressure sensor. Since the aerodynamic impact of the moving model train on the windbreak is a dynamic process, the sensor's dynamic response directly affects the accuracy of the test results. The model test design and measurement method employs a stagnation point dynamic pressure testing system. The gun barrel support is fixed to the moving model's braking system, and the stagnation point pressure at the front end of the horizontal gun barrel is equal to the dynamic pressure. The test confirms that the sensor's dynamic response meets the test requirements.

[0026] 42) Test Site Layout: To ensure the monitoring of the pulsating pressure acting on the surface of the platform screen doors at the starting, intermediate, and ending sections when the model train enters, passes through, and leaves the section with the platform screen doors, and to monitor the pulsating pressure acting on the surface of the platform screen doors at the same longitudinal position and different heights caused by the train wind; to accurately measure the pressure field changes at the starting, intermediate, and ending sections of the train, pressure monitoring points should be arranged along the longitudinal direction of the test model, with at least 6 single-unit platform screen doors distributed along the station yard. On each platform gate, there are at least two consecutive unit gates on the outermost front and rear sides, and at least two consecutive unit gates in the middle. To accurately measure the aerodynamic impact characteristics of the platform gates caused by the pressure field changes at the beginning, middle, and end of the train, as well as the aerodynamic load distribution in the height direction, two rows of pressure monitoring points are symmetrically set for each unit gate, with no less than five pressure monitoring points in each row. At the same time, to ensure that the pressure measuring points in the row direction can accurately measure the pulsating pressure at the nose cone of the train, one pressure measuring point should be at the same height as the nose cone of the train when the pressure monitoring points are laid out.

[0027] 5) Train dynamic model test data acquisition settings: The pressure measuring points on the surface of the train model body are fixed to the inner side of the body wall of the train model using pinhole embedded parts, and micro pressure measuring holes are opened on the outer side of the body.

[0028] Preferably, the power system of the station layout test model is a dynamic model acceleration device driven by an air cannon, which mainly includes a large air storage chamber, a small air storage chamber, a venting piston, and three solenoid valves. It is required to accelerate the test train dynamic model to the target test speed within a time range of less than 1 second. During the test, the pressure difference between the two sides of the venting piston is generated by controlling the large-diameter solenoid valve, and then the piston moves to the right, and compressed air enters the acceleration pipe to accelerate the trailer.

[0029] Preferably, in order to prevent the braking system from failing during the braking section test of the station layout test model and to prevent the dynamic model train from running off the track at high speed, anti-collision protection devices should be installed at the ends of both sides of the test model track.

[0030] Preferably, the station layout test model, multi-unit lifting platform door and train scale model are typically scaled down to 1:4, 1:8 or 1:10.

[0031] The beneficial effects of this invention are as follows: This method for designing and measuring the dynamic model test of the aerodynamic impact of a lifting platform screen door through a train can provide a dynamic model test and safety assessment method for the operation of multi-mode vehicles in the next stage of deep interconnection and interoperability of multi-level rail transit, ensuring the working stability of the lifting platform screen door in adapting to multiple operating conditions, and effectively solving the technical problems such as the low applicability of existing multi-mode vehicle selection and the complexity of aerodynamic threshold assessment for the application of lifting platform screen doors. Attached Figure Description

[0032] Figure 1 This is a flowchart of the experimental design and measurement method for the aerodynamic impact dynamic model test of a train passing through a lifting platform screen door, as per the present invention.

[0033] Figure 2 This is a schematic diagram of the process layout, equipment configuration, and working principle of the experimental model for station layout of the present invention.

[0034] Figure 3 This is a schematic diagram illustrating the structure and working principle of the data acquisition system of the present invention.

[0035] Figure 4 This is a schematic diagram of the pressure monitoring point layout applicable to lifting platform doors according to the present invention;

[0036] Figure 5 This invention provides an adaptation model for multiple working conditions of lifting platform doors and corresponding experimental models.

[0037] Figure 6 This is a three-dimensional structural diagram of the adaptable lifting platform door of the present invention. Detailed Implementation

[0038] The present invention will be further described below with reference to the accompanying drawings:

[0039] like Figure 1As shown, this paper describes a test design and measurement method for the aerodynamic impact model of a train passing through a platform screen door. The method focuses on a multi-unit platform screen door suitable for various railway vehicle types to facilitate passenger boarding and alighting. Referencing key technical parameters such as vehicle clearance, overall aerodynamic dimensions, and operating speed levels for different speed grades of CRH series, CR400 series, urban rail, and metro trains in China, a scaled-down model scheme suitable for experimental accuracy is adopted to establish a standard double-track station layout test model that meets the requirements for train through-passage and stopping. Based on this station layout test model, a multi-unit platform screen door test model is installed. The test design and data measurement of the aerodynamic impact model of a train passing through the platform screen door are conducted from the aspects of test model process layout, power system, control system, braking system, data acquisition system layout, and test equipment selection and placement methods. Specifically, the test design and measurement method for the aerodynamic impact model of a train passing through a platform screen door includes the following steps:

[0040] 1) Determine the standard double-track station layout test model that meets the requirements for installing multi-unit lifting platform screen doors (refer to...). Figure 1 , Figure 2 ):

[0041] 11) Establish a station layout test model: The total length of the test line of the station layout test model is selected as the effective length of the arrival and departure lines of the station plus the length of the additional test section, which is a scaled-down version. The length of the additional test section is 300-350m longitudinally extended on both sides of the station model. The station layout test model adopts a double-track structure. The track spacing of the track model is scaled down according to the 5m track spacing under the Chinese railway technical standard system. The station layout test model is divided into two layers. The upper layer is the track for the installation of the lifting platform door and the train moving model. The lower layer is the track for the traction vehicle. The station layout test model, the multi-unit lifting platform door and the scaled-down train model are usually scaled down to 1:4, 1:8 or 1:10.

[0042] 12) Install multi-unit lifting platform screen doors (see reference) Figure 5 , Figure 6The multi-unit lifting platform screen door is installed on the outermost arrival / departure track according to the actual station layout process. The longitudinal length is calculated by adding the longest train formation length of multi-mode trains to the longitudinal safety redundancy length, which is greater than or equal to 10m. The safety redundancy length is calculated proportionally. The multi-unit lifting platform screen door is configured with four switchable working states according to the working conditions: single-unit lowering boarding working position model I, double-unit lowering boarding working position model II, fully protected boarding working position model III, and multi-unit interval lowering boarding working position model IV. Platform screen door single-unit lowering boarding position model I: one platform screen door unit is in the lowering boarding position, and the remaining units are in the raising and protective position; platform screen door double-unit lowering boarding position model II: two consecutive platform screen doors are in the lowering boarding position, and the remaining units are in the raising and protective position; platform screen door full protective position model III: all platform screen doors are in the raising and protective position; platform screen door multi-unit interval lowering boarding position model IV: the platform screen door is partially in the lowering boarding position to adapt to the door positions of multiple types of vehicles in a train, and the remaining units are in the raising and protective position.

[0043] The multi-unit lifting platform screen door control system mainly consists of onboard equipment, station equipment, and a ground communication network system. The onboard equipment mainly consists of a lifting platform screen door onboard controller, which contains basic parameter information including the train model, external geometric dimensions, and door position of the corresponding vehicle type. The station equipment mainly includes a multi-unit intelligent lifting platform screen door suitable for multiple types of railway vehicles, a lifting platform screen door platform controller, and a door position recognition and monitoring system. The lifting platform screen door platform controller contains basic parameter information including the train model, external geometric dimensions, and door position of all vehicle types that stop or pass through the station, and also includes all unit door control systems of the station platform.

[0044] When designing the multi-unit lifting platform door for the experimental model of the station, the main features of the door leaf, the platform door lifting system, and the protective height compensation telescopic system are retained, while the geometric features of the platform door unit combination connection mechanism, the platform door protection system, and the linkage control unit are simplified and ignored.

[0045] 13) Train Dynamic Model Selection and Design: The train dynamic model should consist of at least a three-car train EMU model including a head car, an intermediate car, and a tail car. During model processing, the geometry of the bogies can be simplified, and the pantograph, pantograph fairing, pantograph-catenary status monitor, air conditioning fairing, converter, and other roof-mounted auxiliary components can be omitted. The model design should retain the streamlined details of the head, the windshield at the vehicle connection points, and the geometric features of the bogie cabin skirts. To ensure the accuracy of relevant test measurements, the sidewalls of the train dynamic model car body should not exhibit significant deformation under a 6 kPa pressure amplitude. The train dynamic model should not vibrate when passing through the lifting platform door at any speed, and the roll angle of the car body's center of gravity should not exceed 3.5°.

[0046] 2) Determine the process division and test control of the test section of the station layout test model.

[0047] 21) Test Section Process Division: The additional test sections of the station layout test model include three parts: acceleration section, constant speed test section, and braking section. The acceleration section uses a power drive system mainly driven by air cannons, and the power drive system should achieve a minimum driving speed of 450 km / h. The constant speed test section should maintain the train at a constant speed to pass through the predetermined speed target. The braking section usually uses a magnetic deceleration device installed below to quickly brake and stop the train model. At the same time, in order to prevent the braking system from failing during the braking section test of the station layout test model and to prevent the train model from running off the track at high speed, anti-collision protection devices should be installed at the ends of both sides of the test model track.

[0048] 22) Test control system accuracy setting: Applicable to the test of the pneumatic impact dynamic model of the lifting platform door through the train. All test operations are completed by the control system. The air pressure value in the air cannon is obtained by the control system to achieve the speed error of the dynamic model vehicle within ±5km / h after firing under the same air pressure. The power system of the test model of the station layout is a dynamic model acceleration device based on the air cannon drive. It mainly includes a large air storage chamber, a small air storage chamber, a venting piston and three solenoid valves. It is required to accelerate the test train dynamic model to the target test speed within a time range of less than 1s. During the test, the pressure difference between the two sides of the venting piston is generated by controlling the large-diameter solenoid valve, and then the piston moves to the right. Compressed air enters the acceleration pipe to accelerate the trailer.

[0049] 3) Selection of Experimental Data Acquisition System (Reference) Figure 3 The data acquisition system mainly consists of a hot-wire anemometer, a pressure sensor, a force balance sensor, a triggering device, a data acquisition unit, a signal transmission optical fiber, and related data analysis software. The data acquisition system is used to collect pressure, speed, and acceleration data of the lifting platform door and the train surface or flow field during the test.

[0050] 4) Data collection and deployment of lifting platform screen doors (reference) Figure 4 ):

[0051] 41) Pressure Sensor Calibration: In the model test design and measurement method, pressure gauge weights and a static suspended ball are used to statically calibrate the pressure sensor. Simultaneously, loading and unloading calibration is performed stepwise within a ±1 kPa range to obtain calibration data and determine the sensitivity of the pressure sensor. Since the aerodynamic impact of the moving model train on the windbreak is a dynamic process, the sensor's dynamic response directly affects the accuracy of the test results. The model test design and measurement method employs a stagnation point dynamic pressure testing system. The gun barrel support is fixed to the moving model's braking system, and the stagnation point pressure at the front end of the horizontal gun barrel is equal to the dynamic pressure. The test confirms that the sensor's dynamic response meets the test requirements.

[0052] 42) Test Site Layout: To ensure the monitoring of the pulsating pressure acting on the surface of the platform screen doors at the starting, intermediate, and ending sections when the model train enters, passes through, and leaves the section with the platform screen doors, and to monitor the pulsating pressure acting on the surface of the platform screen doors at the same longitudinal position and different heights caused by the train wind; to accurately measure the pressure field changes at the starting, intermediate, and ending sections of the train, pressure monitoring points should be arranged along the longitudinal direction of the test model, with at least 6 single-unit platform screen doors distributed along the station yard. On each platform gate, there are at least two consecutive unit gates on the outermost front and rear sides, and at least two consecutive unit gates in the middle. To accurately measure the aerodynamic impact characteristics of the platform gates caused by the pressure field changes at the beginning, middle, and end of the train, as well as the aerodynamic load distribution in the height direction, two rows of pressure monitoring points are symmetrically set for each unit gate, with no less than five pressure monitoring points in each row. At the same time, to ensure that the pressure measuring points in the row direction can accurately measure the pulsating pressure at the nose cone of the train, one pressure measuring point should be at the same height as the nose cone of the train when the pressure monitoring points are laid out.

[0053] 5) Train dynamic model test data acquisition settings: The pressure measuring points on the surface of the train model body are fixed to the inner side of the body wall of the train model using pinhole embedded parts, and micro pressure measuring holes are opened on the outer side of the body.

[0054] Data Acquisition System Flow: Signals acquired by various sensors are output as voltage signals and transmitted via signal lines to the data acquisition card. The acquisition card performs AD conversion. Due to the long distance between the acquisition card and the computer in the control room, fiber optic cables are used to connect the acquisition card and the computer to ensure stable and efficient transmission while reducing the signal-to-noise ratio. After data transmission via fiber optics, it enters the computer acquisition software for real-time display. The core components of the acquisition system are the data acquisition card and sensors. Dynamic model test time uses an external pulse triggering method for automatic data recording. At the moment the transmit switch is pressed, a 5V high-level signal is generated and output by the transmitter in the control room. Because the control room is far from the platform test section, the pulse signal is easily affected by surrounding electromagnetic interference during transmission through the long coaxial cable. An RC filter module is added to the front end of the trigger port to effectively eliminate spatial electromagnetic field signal interference and avoid false triggering caused by electromagnetic noise signals.

[0055] This invention is adapted to the working mode of lifting platform screen doors: When passengers board or alight from any type of vehicle at any location on the platform, under the coordinated control of the vehicle's onboard equipment, trackside integrated train control equipment, vehicle-to-ground safety communication control system, and station platform screen door control system, the 1-3 sets of platform screen doors corresponding to the parked vehicle move downward along the sliding bodies on both sides of the outer end of the platform screen door in the lifting working state under the linkage of the drive and transmission mechanism. At the same time, the platform screen door protection height compensation telescopic system is activated, controlling the stepless adjustable glass plate telescopic mechanism to retract into the door body. When the door body descends to a height slightly lower than the platform plane at the upper end, the platform screen door lifting system stops working, and then the platform screen door protection system is activated. The electro-hydraulic push rod drives the protection plate to gradually move to the protection working position at the upper end of the platform screen door. The upper surface of the protection plate is flush with the platform plane, ensuring protection against people stepping on the platform screen door when in the boarding working position. After passengers have boarded and alighted, the linkage control system activates the platform screen door protection system to return to the lifting state. Then, the platform screen door lifting system and the protective height compensation telescopic system are activated separately or simultaneously to gradually reset to the normal working position corresponding to the lifting state.

[0056] It should be noted that the terms "left," "right," "front," "back," "inner," "outer," "up," and "down" mentioned in this document, indicating directions or positional relationships, are based on the positional relationships shown in the accompanying drawings and are only for the convenience of describing this technical solution and simplifying the description. They do not indicate or imply that the device or component referred to must have a specific orientation, or be constructed or operated in a specific orientation. Therefore, they should not be construed as limitations on the technical solution. The connection relationship mentioned can refer to a direct connection relationship or an indirect connection relationship.

[0057] Obviously, those skilled in the art can make various modifications and variations to this invention without departing from the spirit and scope of this invention. Therefore, if these modifications and variations of this invention fall within the scope of the claims of this invention and their equivalents, this invention also intends to include these modifications and variations.

Claims

1. A method for designing and measuring the aerodynamic impact dynamic model test of a train passing through a lifting platform screen door, characterized in that: The method focuses on multi-unit lifting platform screen doors suitable for various railway vehicle types to meet passenger boarding and alighting needs. Referencing the vehicle clearance, overall aerodynamic dimensions, and key technical parameters of operating speed levels for different speed grades of CRH series trains, CR400 series trains, urban trains, and metro trains in China, a scaled-down model scheme suitable for experimental accuracy is adopted to establish a standard double-track station layout test model that meets the requirements for train through-passage and berthing. Based on the station layout test model, a multi-unit lifting platform screen door test model is installed. The test design and data measurement of the aerodynamic impact model of trains passing through the lifting platform screen door are conducted from aspects such as the test model's process layout, power system, control system, braking system, data acquisition system layout, and the selection and placement of test equipment. The specific methods for designing and measuring the aerodynamic impact dynamic model test of a train passing through a lift-type platform screen door include the following steps: 1) Determine the standard double-track station layout test model for installing multi-unit lifting platform screen doors: 11) Establish a station layout test model: The total length of the test line of the station layout test model is selected as the effective length of the arrival and departure lines of the station plus the length of the test additional section, which is obtained by longitudinally extending 300~350m on both sides of the station model. The station layout test model adopts a double track structure. The track spacing of the model is obtained by scaling down the 5m track spacing under the Chinese railway technical standard system. The station layout test model is divided into two layers. The upper layer is the track for the installation of the lifting platform door and the running track of the train moving model. The lower layer is the track for the traction car. 12) Installation of multi-unit lifting platform screen doors: The multi-unit lifting platform screen doors are installed on the outermost arrival / departure tracks according to the actual station layout process. The longitudinal length is calculated based on the longest train formation length for multiple train types plus a longitudinal safety redundancy length, which is greater than or equal to 10m. This safety redundancy length is calculated proportionally. The multi-unit lifting platform screen doors are configured with four switchable working states: single-unit lowering platform screen door model I, double-unit lowering platform screen door model II, fully protected platform screen door model III, and multi-unit interval lowering platform screen door model III. Platform screen door model IV, wherein the single-unit lowering boarding position model I is in which one platform screen door unit is in the lowering boarding position and the remaining units are in the raising and protective position; the double-unit lowering boarding position model II is in which two consecutive platform screen doors are in the lowering boarding position and the remaining units are in the raising and protective position; the full protective position model III is in which all platform screen doors are in the raising and protective position; and the multi-unit interval lowering boarding position model IV is in which the platform screen door is partially in the lowering boarding position to adapt to the door positions of multiple types of vehicles in a train, and the remaining units are in the raising and protective position. The multi-unit lifting platform screen door control system consists of onboard equipment, station equipment, and a ground communication network system. The onboard equipment is a lifting platform screen door onboard controller, which contains basic parameter information including the train model, external geometric dimensions, and door position of the corresponding type of vehicle. The station equipment includes a multi-unit intelligent lifting platform screen door suitable for multiple types of railway vehicles, a lifting platform screen door platform controller, and a door position recognition and monitoring system. The lifting platform screen door platform controller contains basic parameter information including the train model, external geometric dimensions, and door position of all types of vehicles that stop or pass through the station, and also includes all unit door control systems of the station platform. When designing the multi-unit lifting platform door for the experimental model of the station, the mechanical features of the door leaf, the lifting system of the platform door, and the protective height compensation telescopic system are retained, while the geometric features of the platform door unit combination connection mechanism, the platform door protection system, and the linkage control unit are simplified and ignored. 13) Train Dynamic Model Selection and Design: The train dynamic model shall consist of at least a three-car train EMU model including a head car, an intermediate car, and a tail car. In the model processing, the geometry of the bogie shall be simplified, and the pantograph, pantograph fairing, pantograph-catenary status monitor, air conditioning fairing, converter, and other roof accessories shall be omitted. The streamlined details of the head, the windshield at the vehicle connection, and the geometric features of the bogie cabin skirt shall be retained in the model design. The side walls of the train dynamic model car body shall not produce significant deformation under a pressure wave amplitude of 6 kPa. The train dynamic model shall not produce vibration when passing through the lifting platform door at any speed, and the roll angle of the car body center of gravity shall not exceed 3.5°. 2) Determine the process division and test control of the test section of the station layout test model. 21) Test Section Process Division: The additional test sections of the station layout test model include three parts: acceleration section, constant speed test section, and braking section. The acceleration section uses a power drive system including air cannon catapult to drive the train, and the power drive system achieves a minimum driving speed of 450km / h. The constant speed test section maintains the train at a constant speed to pass through the predetermined speed target. The braking section uses a magnetic deceleration device installed below to quickly brake and stop the train model. 22) Precision setting of test control system: Applicable to the test of the pneumatic impact dynamic model of the lifting platform door passing through the train. All test operations are completed by the control system. The air pressure value in the air gun is obtained by the control system so that the speed error of the dynamic model is within ±5km / h after firing under the same air pressure. 3) Selection of test data acquisition system: The data acquisition system consists of a hot-wire anemometer, pressure sensor and force balance sensor, as well as a triggering device, data acquisition unit, signal transmission optical fiber and related data analysis software. The data acquisition system is used to collect the pressure, speed and acceleration data of the lifting platform door and the train surface or flow field during the test. 4) Data collection and deployment of lifting platform screen doors: 41) Pressure sensor calibration: In the model test design and measurement method, pressure gauge weights and a static suspension ball are used to perform static calibration of the pressure sensor. At the same time, loading and unloading calibration are performed step by step within ±1 kPa to obtain calibration data to determine the sensitivity of the pressure sensor. In the model test design and measurement method, a stagnation point dynamic pressure test system is used. The gun barrel support is fixed on the dynamic model braking system. The stagnation point pressure at the front end of the horizontal gun barrel is equal to the dynamic pressure. The test confirms that the dynamic response of the sensor meets the test requirements. 42) Test Site Layout: To ensure the monitoring of the pulsating pressure acting on the surface of the platform screen doors at the starting, intermediate, and ending sections when the model train enters, passes through, and leaves the section with the platform screen doors, and to monitor the pulsating pressure acting on the platform screen door surface at the same longitudinal position and different heights caused by the train wind; to accurately measure the pressure field changes at the starting, intermediate, and ending sections of the train, pressure monitoring points should be arranged along the longitudinal direction of the test model, distributed at least 6 of the multi-unit platform screen doors. On each unit door, there are at least two consecutive unit doors on the outermost front and rear sides in the longitudinal direction, and at least two consecutive unit doors in the middle position. In order to accurately measure the aerodynamic impact characteristics of the platform door caused by the pressure field changes at the beginning, middle and end of the train and the aerodynamic load distribution in the height direction, two rows of pressure monitoring points are symmetrically set on each unit door, with no less than 5 pressure monitoring points in each row. At the same time, in order to ensure that the pressure measuring points in the row direction can accurately measure the pulsating pressure at the nose cone of the train, the pressure measuring points are arranged to ensure that one pressure measuring point is at the same height as the nose cone of the train. 5) Train dynamic model test data acquisition settings: The pressure measuring points on the surface of the train dynamic model are fixed to the inner side of the train dynamic model body wall using pinhole embedded parts, and micro pressure measuring holes are opened on the outer side of the body.

2. The method for designing and measuring the aerodynamic impact model test of a train passing through a lifting platform screen door as described in claim 1, characterized in that: The power system of the test model for the station layout is a dynamic model acceleration device driven by an air cannon, which includes a large air storage chamber, a small air storage chamber, a venting piston, and three solenoid valves. It is required to accelerate the test train dynamic model to the target test speed within a time range of less than 1 second. During the test, the large-diameter solenoid valve is controlled to create a pressure difference on both sides of the venting piston, which then moves to the right and compressed air enters the acceleration pipe to accelerate the trailer.

3. The method for designing and measuring the aerodynamic impact model test of a train passing through a lifting platform screen door as described in claim 1, characterized in that: Anti-collision protection devices are installed at the ends of both sides of the test model track.

4. The method for designing and measuring the aerodynamic impact model test of a train passing through a lifting platform screen door as described in claim 1, characterized in that: The station layout test model, multi-unit lifting platform door and train scale model are scaled down to 1:4, 1:8 or 1:10.

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