Fluid-structure interaction simulation cloud platform for rail transit equipment

Abstract

The invention provides a fluid-structure interaction simulation cloud platform for rail transit equipment, which applies finite element analysis software and a fluid-structure interaction solution method to carry out numerical simulation on air resistance suffered by a rail transit vehicle during operation, and applies the stress state of the air resistance to stress analysis of a solid structure, so that the stress state of the solid structure is analyzed. Therefore, the torque compensation amount of the power supply system is calculated, the obtained data is uploaded to the simulation cloud platform, and the simulation cloud platform can dynamically adjust the simulation process, assess the safety and improve the operation efficiency through the computational fluid dynamics and system dynamics combined simulation cloud platform.

Description

Technical Field

[0001] The present invention relates to the technical field of coupled simulation, and more specifically, to a fluid-structure interaction simulation cloud platform for rail transit equipment. Background Art

[0002] With the progress and development of society, more and more transportation modes bring great convenience to people's lives, such as bullet trains, high-speed rails, light rails, maglev trains, monorail trains, and tramcars, etc., all of which can be called rail transit vehicles. In addition, rail transit vehicles are part of rail transit equipment. Rail transit equipment is a comprehensive system covering a wide range of fields, and also includes track infrastructure, power supply and energy equipment, maintenance and inspection equipment, core components, and signal and control systems, etc. The diversity of rail transit equipment reflects the characteristics of technology integration and cross-field collaboration, covering the entire industrial chain from traditional machinery to cutting-edge intelligence, and supporting the efficient and safe operation of modern transportation.

[0003] The interaction between rail transit vehicles and air during high-speed operation will cause aerodynamic drag, noise, vehicle body vibration, and even structural fatigue. For example, when meeting at a constant speed of 350 km / h, the fluid-structure interaction effect between the airflow and the vehicle body may cause lateral pressure wave impact. At this time, the safety can be evaluated through the combined simulation cloud platform of computational fluid dynamics and system dynamics. By optimizing the shape of the train head through fluid-structure interaction simulation, the aerodynamic noise and drag can be reduced, and the operation efficiency can be improved. In this regard, we propose a fluid-structure interaction simulation cloud platform for rail transit equipment. Summary of the Invention

[0004] The purpose of the present invention is to provide a fluid-structure interaction simulation cloud platform for rail transit equipment to solve the problems raised in the above background art.

[0005] To achieve the above purpose, the present invention provides a fluid-structure interaction simulation cloud platform for rail transit equipment, including the following steps:

[0006] S1: Establish a fluid-structure interaction solver using finite element analysis software;

[0007] S2: Establish the required physical space model, the track model through which the train runs, the train model, and the power supply system model using simulation cloud platform software; and perform structural analysis on the power supply system model;

[0008] S3: Perform fluid analysis on the flowing air in the physical space model and upload it to the simulation cloud platform;

[0009] S4: Calculate the torque compensation amount of the power supply system according to the numerical simulation results of the fluid analysis and the structural analysis.

[0010] In the step S1: Establishing a fluid-structure interaction solver includes a dynamic interface tracking step, adopting an adaptive mesh refinement technique, implementing a two-way explicit coupling algorithm in the fluid-structure interaction boundary region, establishing an interface equilibrium equation through the stress continuity condition, and synchronously updating the interface displacement field and pressure field through the Newton iteration method.

[0011] In the step S2: The physical space model includes the air flow field boundary conditions, the train track model includes track geometric parameters and material properties, and the power supply system model includes the catenary tension distribution and pantograph dynamic parameters. Among them, the finite element calculation is carried out on the catenary tension distribution of the power supply system, and the mathematical model analysis is carried out on the pantograph dynamic parameters.

[0012] According to the finite element calculation of the catenary tension distribution of the power supply system and the mathematical model analysis of the pantograph dynamic parameters, mainly integrating the parameters of the catenary and the pantograph into a matrix, and then using the Newmark method for calculation, the dynamic parameters such as the displacement, velocity, and acceleration of the pantograph can be obtained, so as to obtain the structural analysis data of the power supply system model;

[0013] In the step S3: The dynamic flow field analysis includes the transient simulation of the turbulence intensity, pressure distribution, and aerodynamic load of the air around the train during operation, and uploading the simulated air flow field boundary condition data to the simulation cloud platform.

[0014] In the step S4: The calculation of the torque compensation amount is realized through the dynamic load transfer function, which correlates the aerodynamic load with the structural response of the power supply system and adjusts the compensation amount output based on a preset threshold.

[0015] A fluid-structure interaction simulation cloud platform for rail transit equipment, comprising:

[0016] A generation unit, establishing a fluid-structure interaction solver through finite element analysis software, and establishing a physical space model, a track model passed by the train, a train model, and a power supply system model through the simulation cloud platform software;

[0017] An information unit, obtaining the fluid analysis data in the physical space model and the structural analysis data of the power supply system model;

[0018] An analysis unit, which can improve the control accuracy, improve the equipment stability, and extend the service life of the motor by calculating the torque compensation amount of the power supply system;

[0019] A storage unit, uploading the obtained data to the simulation cloud platform, and the safety can be evaluated and the operation efficiency can be improved through the combined simulation cloud platform of computational fluid dynamics and system dynamics.

[0020] Compared with the prior art, the beneficial effects of the present invention are:

[0021] The co-simulation cloud platform of computational fluid dynamics and system dynamics can dynamically adjust the simulation process and evaluate safety. By optimizing the shape of the train head through fluid-structure interaction simulation, aerodynamic noise and resistance can be reduced, and the operation efficiency can be improved. Description of the Drawings

[0022] Figure 1 It is a flow chart of the process steps of a fluid-structure interaction simulation cloud platform for rail transit equipment;

[0023] Figure 2 It is a schematic diagram of the process of a fluid-structure interaction simulation cloud platform for rail transit equipment. Detailed Embodiment

[0024] To make the objectives, technical solutions, and advantages of the present invention clearer, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings. Apparently, the described embodiments are only a part of the embodiments of the present invention, rather than all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the scope of protection of the present invention.

[0025] To solve the problems of safety assessment of rail transit vehicles and improvement of operation efficiency in the prior art, please refer to Figure 1 - Figure 2 , the following technical solutions are provided in this embodiment:

[0026] A fluid-structure interaction simulation cloud platform for rail transit equipment includes the following steps:

[0027] S1: Establish a fluid-structure interaction solver using finite element analysis software;

[0028] In this embodiment, by opening a dialog box in the finite element analysis software, the fluid solver module and the structural finite element solver module are connected to complete the software environment setting of the fluid-structure interaction solver;

[0029] Establishing a fluid-structure interaction solver using finite element analysis software further includes: establishing a fluid-structure interaction solver including a dynamic interface tracking step, adopting an adaptive mesh generation technology, implementing a two-way explicit coupling algorithm in the fluid-structure interaction boundary region, establishing an interface equilibrium equation through the stress continuity condition, and synchronously updating the interface displacement field and pressure field through the Newton iteration method.

[0030] S2: Use the simulation cloud platform software to establish the required physical space model, the track model through which the train runs, the train model, and the power supply system model; and perform a structural analysis on the power supply system model;

[0031] When specifically implementing the establishment of the required physical space model, the track model through which the train runs, the train model, and the power supply system model using the simulation cloud platform software, the size of the physical space model needs to be much larger than the size of the train itself and the track model. The length of the physical space model can be set to 10 times the length of the train body, the width of the physical space model can be set to 20 times the width of the train body, and the height of the physical space model can be set to 20 times the height of the train model. In this way, it is possible to prevent the accurate analysis of the additional air resistance generated by the train during driving due to the limitation of the physical space size. The size of the track through which the train passes is built according to the actual engineering size. Taking the current common high-speed train CRH380A in China as an example, the train model is constructed. The whole train has 8 carriages (6M2T). The length of the head car and the tail car is 26.5 meters each, the length of the middle car is 25 meters, the width of the vehicle is 3.38 meters, and the height of the vehicle is 3.9 meters.

[0032] The physical space model includes the boundary conditions of the air flow field. The train track model includes track geometric parameters and material properties. The power supply system model includes the catenary tension distribution and pantograph dynamic parameters. Among them, finite element calculation is performed on the catenary tension distribution of the power supply system, and mathematical model analysis is performed on the pantograph dynamic parameters.

[0033] The structural analysis of the power supply system model is mainly to load the power supply system model into the structural finite element solver module. Specifically, grids are generated on the surface of the power supply system model, and force constraint conditions for the power supply system model are added. Among them, the force constraint conditions are the boundary conditions required for structural analysis.

[0034] According to the finite element calculation of the catenary tension distribution of the power supply system, the mathematical model analysis of the pantograph dynamic parameters is mainly to integrate the parameters of the catenary and the parameters of the pantograph into a matrix, and then use the Newmark method for calculation. The dynamic parameters such as the displacement, velocity, and acceleration of the pantograph can be obtained, so as to obtain the structural analysis data of the power supply system model.

[0035] S3: Perform fluid analysis on the flowing air in the physical space model and upload it to the simulation cloud platform;

[0036] Specifically, in the fluid solver module, the overall model composed of the physical space model, the track model, the train model, and the power supply system model is meshed, the grid boundary conditions of the overall model are set, the grid of the train model is set as a moving grid, the track contact surface and the wall surface of the physical space model are set as fixed grids, and UDF or Profile files are loaded for the velocity and direction of the moving grid.

[0037] Specifically, the overall model is meshed in the fluid solver module. Tetrahedral meshes can be selected for meshing, and the key positions of the meshes are encrypted. Since there is relative motion between the train model and the track model during the operation of the overall model, the boundary conditions of the overall model mesh can be set. The train mesh is set as a moving mesh, and a UDF or Profile file is loaded for the velocity and direction of the moving mesh.

[0038] During this process, the contact surface of the track model remains relatively stable. Since there are no fluid inlets and outlets during the operation of the overall model, it can be set as a pressure inlet and a pressure outlet, and the pressures are both zero. For another part of the meshes, such as the track contact surface and the computational space wall surface, since there is no mesh movement, the track contact surface and the computational space wall surface can be set as fixed meshes.

[0039] Set the fluid analysis solver in the fluid solver module, select the turbulence model and the flow field material, set the time step and the number of iterations of the moving mesh, and start the iteration.

[0040] Specifically, after the mesh setting is completed, the fluid analysis solver can be set in the fluid solver module, and a suitable turbulence model is selected, such as the k-ε model. In this application, the air fills the entire computational space, and the train model moves along the specified direction trajectory. The air and the train model form a relative motion with a specified speed. Since this application involves moving meshes, the corresponding time step and the number of iterations can be set to simulate the entire train operation process. For example, the entire movement can last for 5 seconds, the time step can be set to 0.001, and a total of 5000 iterations are performed. After the iteration is completed, save the fluid analysis solution results, and use the result post-processing software to view and analyze the fluid analysis solution results to obtain the surface wind pressure distribution map of the power supply system model.

[0041] Specifically, the result post-processing software can be CFD-POST.

[0042] In this embodiment, through the transient simulation of the turbulence intensity, pressure distribution, and aerodynamic load of the air around the train during operation, the boundary condition data of the simulated air flow field is uploaded to the simulation cloud platform.

[0043] S4: Calculate the torque compensation amount of the power supply system according to the numerical simulation results of the fluid analysis and the structural analysis.

[0044] In this embodiment, the calculation of the torque compensation amount is realized through the dynamic load transfer function. The function correlates the aerodynamic load with the structural response of the power supply system and adjusts the compensation amount output based on a preset threshold.

[0045] This application uses finite element analysis software and the fluid-structure interaction solution method to numerically simulate the air resistance on the power supply system of a high-speed train during operation, and applies the force state of this air resistance to the solid structure force analysis, thereby calculating the torque compensation amount of the power supply system. The power supply system model includes the catenary tension distribution and pantograph dynamic parameters to offset the influence of the additional track air resistance on the pantograph-catenary current collection state, providing data support for the pantograph active control system to achieve a small deviation and low wear in the pantograph-catenary contact action, and enabling the train to maintain stable dynamic current collection.

[0046] A fluid-structure interaction simulation cloud platform for rail transit equipment, comprising:

[0047] A generation unit that establishes a fluid-structure interaction solver through finite element analysis software and establishes a physical space model, a track model through which the train runs, a train model, and a power supply system model through simulation cloud platform software;

[0048] An information unit that obtains the fluid analysis data in the physical space model and the structural analysis data of the power supply system model;

[0049] An analysis unit that can improve control accuracy, improve equipment stability, and extend the service life of the motor by calculating the torque compensation amount of the power supply system;

[0050] A storage unit that uploads the obtained data to the simulation cloud platform, and the safety can be evaluated and the operation efficiency can be improved through the combined simulation cloud platform of computational fluid dynamics and system dynamics.

[0051] This application can dynamically adjust the simulation process and evaluate the safety through the combined simulation cloud platform of computational fluid dynamics and system dynamics. By optimizing the nose shape through fluid-structure interaction simulation, the aerodynamic noise and resistance can be reduced, and the operation efficiency can be improved.

[0052] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit them. Although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements on some or all of the technical features; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A fluid-structure interaction simulation cloud platform for rail transit equipment, characterized in that It includes the following steps: S1: Establish a fluid-structure interaction solver using finite element analysis software; S2: Establish the required physical space model, the track model through which the train runs, the train model, and the power supply system model using the simulation cloud platform; and perform a structural analysis on the power supply system model; S3: Perform a fluid analysis on the flowing air in the physical space model and upload it to the simulation cloud platform; S4: Calculate the torque compensation amount of the power supply system according to the numerical simulation results of the fluid analysis and the structural analysis.

2. The fluid-structure interaction simulation cloud platform for rail transit equipment according to claim 1, wherein In step S1: The establishment of the fluid-structure interaction solver includes a dynamic interface tracking step, adopts an adaptive mesh generation technique, implements a two-way explicit coupling algorithm in the fluid-structure interaction boundary region, establishes an interface equilibrium equation through the stress continuity condition, and synchronously updates the interface displacement field and pressure field through the Newton iteration method.

3. The fluid-structure interaction simulation cloud platform for rail transit equipment according to claim 2, wherein, In step S2: The physical space model includes the air flow field boundary conditions, the train track model includes the track geometric parameters and material properties, and the power supply system model includes the catenary tension distribution and pantograph dynamic parameters. Among them, a finite element calculation is performed on the catenary tension distribution of the power supply system, and a mathematical model analysis is performed on the pantograph dynamic parameters.

4. The fluid-structure interaction simulation cloud platform for rail transit equipment according to claim 3, characterized in that, Performing a finite element calculation on the catenary tension distribution of the power supply system and a mathematical model analysis on the pantograph dynamic parameters mainly integrates the parameters of the catenary and the pantograph into a matrix, and then uses the Newmark method for calculation to obtain dynamic parameters such as the displacement, velocity, and acceleration of the pantograph, so as to obtain the structural analysis data of the power supply system model.

5. The fluid-structure interaction simulation cloud platform for rail transit equipment according to claim 1, wherein In step S3: The dynamic flow field analysis includes a transient simulation of the turbulence intensity, pressure distribution, and aerodynamic load of the air around the train during operation, and uploads the simulated air flow field boundary condition data to the simulation cloud platform.

6. The fluid-structure interaction simulation cloud platform for rail transit equipment according to claim 1, characterized in that, In step S4: The calculation of the torque compensation amount is realized through a dynamic load transfer function, which correlates the aerodynamic load with the structural response of the power supply system and adjusts the compensation amount output based on a preset threshold.

7. According to any one of the above claims 1-6, a fluid-structure interaction simulation cloud platform for rail transit equipment, characterized in that, It includes: A generation unit that establishes a fluid-structure interaction solver through finite element analysis software and establishes a physical space model, a track model through which the train runs, a train model, and a power supply system model through simulation cloud platform software; An information unit that obtains the fluid analysis data in the physical space model and the structural analysis data of the power supply system model; An analysis unit that can improve the control accuracy, improve the equipment stability, and extend the service life of the motor by calculating the torque compensation amount of the power supply system; A storage unit that uploads the obtained data to the simulation cloud platform, and the safety can be evaluated and the operation efficiency can be improved through the combined simulation cloud platform of computational fluid dynamics and system dynamics.

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