Train body aerodynamic load spectrum compilation method and device

Abstract

The invention provides a train body aerodynamic load spectrum compilation method and device, and the method comprises the steps: solving a train / line / tunnel coupling transient aerodynamic load through numerical simulation based on a train-line-tunnel coupling three-dimensional dynamic simulation model, and obtaining an external pressure change curve of a train body measurement point; the train-line-tunnel coupling three-dimensional dynamic simulation model is a model established according to a train operation condition characteristic matrix, and the train operation condition characteristic matrix is a matrix established according to the operation condition of a train; calculating an internal and external pressure difference change curve of the train body measuring point according to the external pressure change curve of the train body measuring point; and traversing the internal and external pressure difference change curve, determining a load cycle, carrying out mathematical statistics on the load cycle, and compiling a train body aerodynamic load spectrum. The method can achieve the efficient compilation of the aerodynamic load spectrum of the train body under the multi-scene complex working condition, remarkably shortens the compilation period, and saves the compilation cost of the load spectrum.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of rail transit, and provides a train body aerodynamic load spectrum compiling method and device. BACKGROUND

[0002] With the continuous extension of high-speed railways to complex geographical environments, trains face severe challenges in complex working conditions such as high altitude changes and long tunnel groups during operation. The train body aerodynamic load spectrum is a key factor for structural fatigue assessment, and its accuracy is directly related to the safety margin assessment of the train body structure. The compilation speed and efficiency of the load spectrum directly affect the development verification period and cost control. However, the traditional load spectrum compilation method is mostly based on measured data under a single working condition or a simplified numerical model, which is difficult to fully cover the aerodynamic load characteristics under the coupling action of multiple factors, resulting in limited accuracy and applicability of the load spectrum. At the same time, the traditional method relies on full-size real vehicle tests to obtain aerodynamic load data, but in high-altitude, long-tunnel and other special working conditions, full-size real vehicle tests not only have high costs, but also have long periods, which is difficult to meet the needs of rapid compilation of train body aerodynamic load spectrum under complex line conditions. SUMMARY

[0003] The present application provides a train body aerodynamic load spectrum compiling method and device to solve the defects of limited accuracy and applicability of the train body aerodynamic load spectrum, high cost and low efficiency in the prior art. The present application can realize efficient compilation of train body aerodynamic load spectrum under multiple scene complex working conditions, significantly shorten the compilation period and save the cost of load spectrum compilation.

[0004] The present application provides a train body aerodynamic load spectrum compiling method, comprising: based on a train-line-tunnel coupled three-dimensional dynamic simulation model, solving the transient aerodynamic load of the train / line / tunnel coupling through numerical simulation to obtain the external pressure change curve of the train body measuring point; the train-line-tunnel coupled three-dimensional dynamic simulation model is a model established according to a train operation working condition characteristic matrix, and the train operation working condition characteristic matrix is a matrix established according to the train operation working condition. The characteristics of the train operation working condition include one or more combinations of open line operation, passing through a tunnel, single train operation, train meeting, line slope, altitude change, tunnel length and blockage ratio; according to the external pressure change curve of the train body measuring point, the internal and external pressure difference change curve of the train body measuring point is calculated; the internal and external pressure difference change curve is traversed to determine the load cycle and perform mathematical statistics on the load cycle to compile the train body aerodynamic load spectrum.

[0005] The application provides a train body aerodynamic load spectrum compiling method, and the train-line-tunnel coupling three-dimensional dynamic simulation model is based on the train-line-tunnel coupling three-dimensional dynamic simulation model, the transient aerodynamic load of the train / line / tunnel coupling is solved through numerical simulation, and the external pressure change curve of the train body measuring point is obtained.

[0006] The application provides a train body aerodynamic load spectrum compiling method, and the train-line-tunnel coupling three-dimensional dynamic simulation model is based on the train-line-tunnel coupling three-dimensional dynamic simulation model, the transient aerodynamic load of the train / line / tunnel coupling is solved through numerical simulation, and the external pressure change curve of the train body measuring point is obtained.

[0007] The application provides a train body aerodynamic load spectrum compiling method, and the train-line-tunnel coupling three-dimensional dynamic simulation model is based on the train-line-tunnel coupling three-dimensional dynamic simulation model, the transient aerodynamic load of the train / line / tunnel coupling is solved through numerical simulation, and the external pressure change curve of the train body measuring point is obtained.

[0008] The application provides a train body aerodynamic load spectrum compiling method, and the train-line-tunnel coupling three-dimensional dynamic simulation model is based on the train-line-tunnel coupling three-dimensional dynamic simulation model, the transient aerodynamic load of the train / line / tunnel coupling is solved through numerical simulation, and the external pressure change curve of the train body measuring point is obtained.

[0009] The application provides a train body aerodynamic load spectrum compiling method, and the train-line-tunnel coupling three-dimensional dynamic simulation model is based on the train-line-tunnel coupling three-dimensional dynamic simulation model, the transient aerodynamic load of the train / line / tunnel coupling is solved through numerical simulation, and the external pressure change curve of the train body measuring point is obtained.

[0010] The application further provides a train body aerodynamic load spectrum compiling device, comprising: an acquisition module, configured to acquire an external pressure change curve of a train body measuring point by solving transient aerodynamic load of train / line / tunnel coupling through numerical simulation based on a train-line-tunnel coupling three-dimensional dynamic simulation model; the train-line-tunnel coupling three-dimensional dynamic simulation model is a model established according to a train operation condition characteristic matrix, and the train operation condition characteristic matrix is a matrix established according to a train operation condition; the characteristics of the train operation condition include one or more combinations of open line operation, passing through a tunnel, single train operation, train meeting, line slope, altitude change, tunnel length and blockage ratio; a calculation module, configured to calculate an internal-external pressure difference change curve of the train body measuring point according to the external pressure change curve of the train body measuring point; and a compiling module, configured to traverse the internal-external pressure difference change curve, determine a load cycle, and perform mathematical statistics on the load cycle to compile a train body aerodynamic load spectrum.

[0011] The application further provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, and the processor implements the train body aerodynamic load spectrum compiling method according to any one of the above when executing the computer program.

[0012] The application further provides a non-transitory computer readable storage medium, having a computer program stored thereon, and the computer program is executed by a processor to implement the train body aerodynamic load spectrum compiling method according to any one of the above.

[0013] The application further provides a computer program product, comprising a computer program, and the computer program is executed by a processor to implement the train body aerodynamic load spectrum compiling method according to any one of the above.

[0014] The application provides a train body aerodynamic load spectrum compiling method and device, the method comprising: acquiring an external pressure change curve of a train body measuring point by solving transient aerodynamic load of train / line / tunnel coupling through numerical simulation based on a train-line-tunnel coupling three-dimensional dynamic simulation model; the train-line-tunnel coupling three-dimensional dynamic simulation model is a model established according to a train operation condition characteristic matrix, and the train operation condition characteristic matrix is a matrix established according to a train operation condition; calculating an internal-external pressure difference change curve of the train body measuring point according to the external pressure change curve of the train body measuring point; traversing the internal-external pressure difference change curve, determining a load cycle, and performing mathematical statistics on the load cycle to compile a train body aerodynamic load spectrum. The application can realize efficient compilation of a train body aerodynamic load spectrum under multiple scene complex conditions, significantly shorten the compilation period, and save the cost of load spectrum compilation. BRIEF DESCRIPTION OF DRAWINGS

[0015] In order to more clearly illustrate the technical solutions of the present application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or prior art description. Obviously, the drawings in the following description are some embodiments of the present application, and other drawings can also be obtained by those skilled in the art without any creative effort based on these drawings.

[0016] Figure 1 It is a flowchart of the train body aerodynamic load spectrum compilation method provided by the present application.

[0017] Figure 2 It is a three-dimensional view of the train body aerodynamic load spectrum provided by the present application.

[0018] Figure 3 It is a structural schematic diagram of the train body aerodynamic load spectrum compilation device provided by the present application.

[0019] Figure 4 It is a structural schematic diagram of the electronic device provided by the present application. DETAILED DESCRIPTION

[0020] The embodiments of the present application will be further described in detail below in combination with the drawings and examples. The following examples are used to illustrate the present application, but cannot be used to limit the scope of the present application.

[0021] It is considered that the train body aerodynamic load spectrum of the prior art is mostly compiled according to experimental data, and it is difficult to comprehensively cover the aerodynamic load characteristics under the complex working conditions of multi-scene and multi-factor coupling, resulting in limited precision and applicability of the load spectrum.

[0022] The present application provides a train body aerodynamic load spectrum compilation method, comprising: 101: based on a train-line-tunnel coupling three-dimensional dynamic simulation model, solving the transient aerodynamic load of the train / line / tunnel coupling through numerical simulation, and obtaining the external pressure change curve of the train body measuring point; the train-line-tunnel coupling three-dimensional dynamic simulation model is a model established according to a train operation working condition characteristic matrix, the train operation working condition characteristic matrix is a matrix established according to the train operation working condition, and the characteristics of the train operation working condition include one or more combinations of open line operation, passing through a tunnel, single train operation, train meeting, line slope, altitude change, tunnel length and blockage ratio; 102: calculating the internal and external pressure difference change curve of the train body measuring point according to the external pressure change curve of the train body measuring point; 103: traversing the internal and external pressure difference change curve, determining the load cycle and performing mathematical statistics on the load cycle, and compiling the train body aerodynamic load spectrum.

[0023] In order to solve the technical problems existing in the prior art, the present application provides a train body aerodynamic load spectrum compilation method, first, according to the specific situation of the high-speed train operation line, a working condition characteristic matrix containing open line operation, passing through a tunnel, single train operation, train meeting, line slope, altitude change, tunnel length and blockage ratio is established, and the line is divided into multiple sections with similar aerodynamic characteristics. For example, analyze the tunnel characteristics in the train operation line, classify the tunnel length, divide the section every 0.1 km for tunnels below 1 km, divide the section by 1 km for tunnels from 1 km to 10 km, and divide the section by 5 km for tunnels above 10 km, and finally obtain the tunnel length working condition matrix that needs to be simulated and calculated for the whole line. Similarly, analyze the altitude and line slope distribution characteristics to divide the sections, establish the working condition characteristic matrix of single and double line tunnel operation in combination with different tunnel sections, and consider the single train operation and two train meeting conditions, and finally form the complete working condition characteristic matrix.

[0024] Secondly, according to the train operation working condition characteristic matrix, a train-line-tunnel coupled three-dimensional dynamic simulation model is established. Based on the train-line-tunnel coupled three-dimensional dynamic simulation model, the transient aerodynamic load of the train / line / tunnel coupling is solved by numerical simulation, and the external pressure change curve of the train body measuring point is obtained. Because the numerical simulation is used to obtain the train body surface pressure data for compiling the aerodynamic load spectrum, compared with using experimental data to compile, the time cost and money cost can be greatly reduced, the problem of low efficiency and high cost of traditional experimental data for compiling the aerodynamic load spectrum is overcome, and the effect of rapid compilation of load spectrum under complex working conditions is achieved. Then, after the numerical simulation is completed, the traditional method needs to export the calculation results into a data file, and then import the data file into the Matlab software for data processing; when the working condition is complex and the scene is too much, too many data files can easily cause errors. The present application connects the CFD software script and the Matlab software interface, calculates the internal and external pressure difference change curve of the train body measuring point according to the external pressure change curve of the train body measuring point, realizes the automation of aerodynamic load data from simulation to data processing, reduces the artificial intervention cost, saves the intermediate process data file, and simplifies the compilation process. Finally, the internal and external pressure difference change curve is traversed to record the closed load cycle of the pressure difference curve, process the non-closed load cycle, count the distribution frequency of the amplitude and mean value of each cycle in each interval, and draw the aerodynamic load amplitude spectrum. The present application can realize efficient compilation of train body aerodynamic load spectrum under multiple scene complex working conditions, significantly shorten the compilation period, and save the time cost and money cost of load spectrum compilation.

[0025] In addition, train operation related features can also have a significant impact on the aerodynamic load, for example: the range of train operation speed: including acceleration, deceleration, uniform speed operation and other different speed stages. Train marshalling length and marshalling form: the influence of different marshalling length and form (such as motor train unit, ordinary train, etc.) on aerodynamic load. Ambient temperature and humidity during train operation: these environmental factors can affect air density and aerodynamic characteristics. Wind speed and direction during train operation: side wind has an important influence on the aerodynamic load of train body. Track type during train operation: such as seamless track, jointed track, etc. Influence on aerodynamic load.

[0026] As a preferred embodiment, before obtaining the external pressure change curve of the train body measuring point based on the train-line-tunnel coupling three-dimensional dynamic simulation model, the transient aerodynamic load of the train / line / tunnel coupling is solved by numerical simulation, which further includes: according to the train operation condition characteristic matrix, a train marshalling basic model, a tunnel basic model and an environment basic model are established by a three-dimensional modeling software; based on the train marshalling basic model, the tunnel basic model and the environment basic model, a mesh technology is used for discretization, and a train-line-tunnel coupling three-dimensional dynamic simulation model is established by using a fluid dynamics software.

[0027] In this embodiment, according to the train operation condition characteristic matrix, a high-speed train model of 8-car marshalling (train marshalling basic model), a tunnel basic model and an environment basic model (including bridge, mountain, station platform, etc.) are established by a three-dimensional modeling software. Based on these basic models, according to the tunnel length, altitude, slope, cross section and tunnel passing / intersection conditions, a corresponding train-line-tunnel coupling (aerodynamics) three-dimensional dynamic simulation model is established. Since the relative motion needs to be simulated when the train passes through the tunnel and the train intersection, the overlapping grid or sliding grid technology is used to realize the dynamic coupling of train-line-tunnel, and the requirements of the turbulence model need to be met; when simulating the transient calculation of relative motion, the time step needs to meet the Courant-Friedrichs-Lewy (CFL) condition requirements. The accuracy of the numerical simulation method can be verified by train experiment or dynamic model experiment.

[0028] It should be noted that for the turbulence model using wall function, the value of the dimensionless wall distance of the first layer of grid is 30-150; for the turbulence simulation without using wall function, the value of the dimensionless wall distance of the first layer of grid is about 1.

[0029] When using explicit method for solving, the CFL number should be less than 1, and when using implicit method for solving, the CFL number should be selected according to the actual physical characteristics.

[0030] In addition, in addition to train-line-tunnel coupling, electromagnetic field, temperature field and other multi-physical field coupling can also be considered in the simulation model to more comprehensively simulate the train operation environment.

[0031] According to the change of the aerodynamic load, the grid accuracy is dynamically adjusted, and the accuracy and efficiency of the simulation are improved.

[0032] The model parameters can be automatically adjusted by a machine learning algorithm to better fit the actual operation data.

[0033] As a preferred embodiment, based on the train-line-tunnel coupled three-dimensional dynamic simulation model, the transient aerodynamic load of the train / line / tunnel coupling is solved by numerical simulation, and the external pressure change curve of the train body measuring point is obtained. Then, the external pressure change curve is stored, and a train body external surface pressure database is established to calculate the internal and external pressure difference change curve based on the train body external surface pressure database.

[0034] In this embodiment, typical positions on the high-speed train body are selected to arrange measuring points, the transient aerodynamic load of the train / line / tunnel coupling is solved, and the pressure change curve of the train body surface measuring point is obtained. For example, measuring points are arranged in the middle of the high-speed train head car body, the transient aerodynamic load of the train running on a certain line is solved, and the time-pressure change curve is obtained. According to the distribution of tunnels on the line, the external pressure change curve of each tunnel passing and intersection is stored, and a train body external surface pressure database is established.

[0035] As a preferred embodiment, according to the external pressure change curve of the train body measuring point, the internal and external pressure difference change curve of the train body measuring point is calculated, which includes: according to the external pressure change curve of the train body measuring point and the dynamic air tightness index of the train, the internal pressure change curve of the train body measuring point is calculated; according to the external pressure change curve and the internal pressure change curve, the internal and external pressure difference change curve of the train body measuring point is calculated.

[0036] In this embodiment, the computational fluid dynamics software execution script is first written to output the external pressure change curve of the train body measuring point, and then the transient aerodynamic load data results of the high-speed train body surface measuring point are read by the Matlab software through the communication interface. The internal pressure change curve of the train body measuring point is calculated according to the dynamic air tightness index of the train: , wherein, is the train internal surface pressure at the nth moment, is the train external surface pressure at the nth moment, t n is the time at the nth moment, t n-1 is the time at the (n-1)th moment, is the dynamic air tightness index of the train.

[0037] The static sealing index can be obtained by the pressure maintenance test after the vehicle is manufactured, and the dynamic air tightness index of the train is generally 1 / 3-1 / 2 of the static sealing index. The dynamic air tightness index of the high-speed train in the embodiment is 60 s. Here, the value can be selected according to the requirement, and can be 30 s, 50 s, etc. The pressure maintenance test is that the vehicle is inwardly pressed under the condition that the air conditioner is closed and the door and window openings are in the case, and the required leakage time t is recorded when the pressure decreases from 4000 Pa to 1000 Pa. The static sealing index = t / ln(4000 / 1000).

[0038] According to the external pressure change curve and the internal pressure change curve, the internal and external pressure difference change curve of the car body measuring point is calculated: , Wherein, P d is the internal and external pressure difference of the car body measuring point at the nth moment.

[0039] As a preferred embodiment, after traversing the internal and external pressure difference change curve, the method further comprises: obtaining the extreme value of the pressure difference, and determining the data filtering threshold value according to the extreme value; and denoising the internal and external pressure difference change curve according to the data filtering threshold value, so as to execute the determining load cycle step according to the denoised internal and external pressure difference change curve.

[0040] Considering that the traditional data processing method usually adopts a fixed threshold value to filter out small load fluctuations, and lacks self-adaptability to the load amplitude change law, which easily leads to loss of effective information or noise interference, especially in the analysis of unsteady aerodynamic load, the influence is particularly significant. At the same time, the frequent interaction of intermediate files in the load spectrum compilation process also leads to the extension of the compilation period. These problems seriously restrict the engineering practicalization process of the aerodynamic load spectrum compilation of the high-speed train car body under complex working conditions. In order to solve the technical problems existing in the prior art, the embodiment traverses the internal and external pressure difference change curve of the train car body measuring point according to the time sequence, finds the maximum value P dmax and the minimum value P dmin of the pressure difference, and determines the grading interval as 1000 Pa, which is convenient for subsequent data statistics. Here, the value can be determined according to the requirement, and can be 500 Pa, 2000 Pa, etc.

[0041] The difference P d1 between the maximum value and the minimum value of the pressure difference is calculated: P d1 =P dmax -P dmin The small load wave threshold value (data filtering threshold value) h=P d1 ×L is determined, and L is selected as 1%, that is, 0.01. Here, the degree of filtering out small load waves can be determined according to the requirement, and can be 0.05%, 2%, 5%, etc.

[0042] In order to avoid the influence of large error data generated in the numerical simulation on the result when the train starts, a distance is usually increased to record the aerodynamic load data after the train is stably driven, so that the time parameter is synchronized, and the invalid time period is filtered out; according to the time sequence, the inside-outside pressure difference data of the measuring point is traversed, and the small load wave is filtered out according to the small load wave threshold h, so as to reduce the influence of data noise on the result. The method of synchronously filtering out the small load wave adaptive threshold and the invalid time period can retain more effective load characteristics, avoid the loss of effective information caused by misjudgment as noise interference, and ensure the integrity and reliability of the aerodynamic load spectrum.

[0043] As a preferred embodiment, the load cycle is determined and the load cycle is subjected to mathematical statistics to compile the train body aerodynamic load spectrum, comprising: extracting all local extreme values by traversing the inside-outside pressure difference change curve; recording closed load cycles and unclosed load cycles according to the local extreme values; the closed load cycle is a load cycle with an amplitude change between local extreme values not greater than a preset change condition; the unclosed load cycle is a load cycle other than the closed load cycle among all local extreme values; and the frequency of the amplitude and mean value of the closed load cycle and the unclosed load cycle appearing in the pressure difference classification interval is counted to compile the train body aerodynamic load spectrum.

[0044] Please refer to Figure 2 , Figure 2 The three-dimensional view of the train body aerodynamic load spectrum provided by the present application.

[0045] In the embodiment, all local maximum values and minimum values are extracted by traversing the inside-outside pressure difference change curve, the first data is traversed to the last second data (skipping the first and last data), when the nth data is greater than the n-1th and n+1th data at the same time, it is recorded as a local maximum value; when the nth data is less than the n-1th and n+1th data at the same time, it is recorded as a local minimum value; and the first and last data are extracted. The adjacent local maximum value and the adjacent local minimum value are deleted, that is, if there is no local minimum value between two consecutive local maximum values, the larger local maximum value is retained.

[0046] Four consecutive local maximum values and local minimum values are sequentially checked, recorded as P1, P2, P3 and P4, if the amplitude change of the middle two values P2 and P3 satisfies: And , That is, the amplitude change of the middle two values is not greater than the amplitude change of the adjacent values before and after it (preset change condition), then it is recorded as a closed load cycle; Then, the middle P2 and P3 are removed, P1 and P4 are connected to form a new sequence, and the new sequence is continuously traversed until no more closed load cycles can be recorded; The remaining local maximum and local minimum will constitute an unclosed large cycle (unclosed load cycle), if the number of remaining data is even, pairing in order to form a cycle, if it is odd, the middle point is paired with the adjacent point to form a cycle.

[0047] Of course, the reliability of the load cycle can also be evaluated to ensure the accuracy of the aerodynamic load spectrum.

[0048] Calculate the amplitude P of the closed load cycle and the unclosed load cycle amp And the mean P ave : Amplitude calculation formula: , Mean calculation formula: .

[0049] The number of times the amplitude and mean of each cycle appear in each interval range is counted to compile an aerodynamic load mean amplitude spectrum, and the specific data is shown in Table 1. And use Matlab software to draw the 3D view of the aerodynamic load mean amplitude spectrum of amplitude-mean-frequency, as shown in Figure 2 , to intuitively display its distribution.

[0050] Table 1 Mean amplitude load spectrum data table In practical applications, the aerodynamic load spectrum can be applied to the structural design and optimization of the train to improve the safety and comfort of the train operation. The aerodynamic load spectrum data is fed back to the train operation control system in real time to optimize the train operation strategy. According to the aerodynamic load spectrum, the fatigue life of the train body is predicted to provide a scientific basis for maintenance and repair.

[0051] The train body aerodynamic load spectrum compiling device provided by the present application is described below, and the train body aerodynamic load spectrum compiling device described below can be correspondingly referred to the train body aerodynamic load spectrum compiling method described above.

[0052] Please refer to Figure 3 , Figure 3 The structure diagram of the train body aerodynamic load spectrum compiling device provided by the present application.

[0053] The application further provides a train body aerodynamic load spectrum compiling device, comprising: an acquisition module 301, configured to acquire an external pressure change curve of a train body measuring point by solving transient aerodynamic load of train / line / tunnel coupling through numerical simulation based on a train-line-tunnel coupling three-dimensional dynamic simulation model; the train-line-tunnel coupling three-dimensional dynamic simulation model is a model established according to a train operation condition characteristic matrix, and the train operation condition characteristic matrix is a matrix established according to a train operation condition; the characteristics of the train operation condition include one or more combinations of open line operation, passing through a tunnel, single train operation, train meeting, line slope, altitude change, tunnel length and blockage ratio; a calculation module 302, configured to calculate an internal-external pressure difference change curve of the train body measuring point according to the external pressure change curve of the train body measuring point; and a compiling module 303, configured to traverse the internal-external pressure difference change curve, determine a load cycle, and statistically compile a train body aerodynamic load spectrum.

[0054] Figure 4 An example of a structural diagram of an electronic device is shown in Figure 4 As shown, the electronic device can include a processor 401, a communications interface 402, a memory 403 and a communications bus 404, wherein the processor 401, the communications interface 402 and the memory 403 complete mutual communication through the communications bus 404. The processor 401 can invoke a logical instruction in the memory 403 to execute a train body aerodynamic load spectrum compiling method, which comprises: acquiring an external pressure change curve of a train body measuring point by solving transient aerodynamic load of train / line / tunnel coupling through numerical simulation based on a train-line-tunnel coupling three-dimensional dynamic simulation model; the train-line-tunnel coupling three-dimensional dynamic simulation model is a model established according to a train operation condition characteristic matrix, and the train operation condition characteristic matrix is a matrix established according to a train operation condition; the characteristics of the train operation condition include one or more combinations of open line operation, passing through a tunnel, single train operation, train meeting, line slope, altitude change, tunnel length and blockage ratio; calculating an internal-external pressure difference change curve of the train body measuring point according to the external pressure change curve of the train body measuring point; traversing the internal-external pressure difference change curve, determining a load cycle, and statistically compiling a train body aerodynamic load spectrum.

[0055] In addition, the logic instructions in the memory 403 described above can be implemented in the form of a software function unit and sold or used as an independent product, and can be stored in a computer readable storage medium. Based on such understanding, the technical solutions of the present application essentially or the parts that contribute to the related art or parts of the technical solutions can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a plurality of instructions to make a computer device (which can be a personal computer, a server, or a network device, etc.) execute all or part of the steps of the embodiments of the present application. The foregoing storage medium includes: a U disk, a mobile hard disk, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), a magnetic disk or an optical disk, and various storage program codes.

[0056] The embodiment of the present application discloses a computer program product, the computer program product comprises a computer program stored on a non-transitory computer readable storage medium, the computer program comprises program instructions, when the program instructions are executed by a computer, the computer can execute the train body aerodynamic load spectrum compilation method provided by each method embodiment, the method comprises: based on the train-line-tunnel coupling three-dimensional dynamic simulation model, the transient aerodynamic load of the train / line / tunnel coupling is solved through numerical simulation, and the external pressure change curve of the train body measuring point is acquired; the train-line-tunnel coupling three-dimensional dynamic simulation model is a model established according to a train operation condition characteristic matrix, the train operation condition characteristic matrix is a matrix established according to the operation condition of the train, and the characteristics of the operation condition of the train include one or more combinations of the following: open line operation, passing through a tunnel, single train operation, train intersection, line slope, altitude change, tunnel length and blockage ratio; according to the external pressure change curve of the train body measuring point, the internal and external pressure difference change curve of the train body measuring point is calculated; the internal and external pressure difference change curve is traversed, the load cycle is determined, and the load cycle is statistically processed, and the train body aerodynamic load spectrum is compiled.

[0057] In another aspect, the embodiment of the present application also provides a non-transitory computer readable storage medium, which stores a computer program, and the computer program is executed by a processor to implement a train body aerodynamic load spectrum compiling method provided by each of the above embodiments. The method comprises: based on a train-line-tunnel coupling three-dimensional dynamic simulation model, solving transient aerodynamic load of the train / line / tunnel coupling through numerical simulation to obtain an external pressure variation curve of a train body measuring point; the train-line-tunnel coupling three-dimensional dynamic simulation model is a model established according to a train operation condition characteristic matrix, the train operation condition characteristic matrix is a matrix established according to a train operation condition, and the characteristics of the train operation condition include one or more combinations of open line operation, passing through a tunnel, single train operation, train meeting, line slope, altitude change, tunnel length and blockage ratio; calculating an internal and external pressure difference variation curve of the train body measuring point according to the external pressure variation curve of the train body measuring point; traversing the internal and external pressure difference variation curve to determine a load cycle and statistically process the load cycle to compile a train body aerodynamic load spectrum.

[0058] The device embodiments described above are merely illustrative, wherein the units described as separate components can or can not be physically separated, and the components shown as units can or can not be physical units, i.e., they can be located in one place, or distributed on multiple network units. Part or all of the modules can be selected to achieve the purpose of the embodiment according to actual needs. Those skilled in the art can understand and implement without creative labor.

[0059] From the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be realized by means of software and necessary general hardware platform, and of course, it can also be realized by hardware. Based on such understanding, the above technical solutions or the part that contributes to the related art can be embodied in the form of software product, which can be stored in a computer readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes a plurality of instructions to make a computer device (which can be a personal computer, server, or network device, etc.) execute the method described in each embodiment or some part of the embodiment.

[0060] Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present application, and not to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that they can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacement to some technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. A method of generating a train car body aerodynamic load spectrum, the method comprising: The method comprises the following steps: Based on the train-line-tunnel coupling three-dimensional dynamic simulation model, the transient aerodynamic load of the train-line-tunnel coupling is solved by numerical simulation, and the external pressure change curve of the train body measuring point is obtained; the train-line-tunnel coupling three-dimensional dynamic simulation model is a model established according to the train operation condition characteristic matrix, and the train operation condition characteristic matrix is a matrix established according to the train operation condition; the characteristics of the train operation condition include one or more combinations of open line operation, passing through a tunnel, single train operation, train meeting, line slope, altitude change, tunnel length and blockage ratio; According to the external pressure change curve of the train body measuring point, the internal and external pressure difference change curve of the train body measuring point is calculated; The internal and external pressure difference change curve is traversed to determine the load cycle and perform mathematical statistics on the load cycle to compile the train body aerodynamic load spectrum.

2. The method of claim 1, wherein, Before the train-line-tunnel coupling three-dimensional dynamic simulation model is used to solve the transient aerodynamic load of the train-line-tunnel coupling by numerical simulation to obtain the external pressure change curve of the train body measuring point, the method further comprises the following steps: According to the train operation condition characteristic matrix, a train marshalling basic model, a tunnel basic model and an environment basic model are established by using a three-dimensional modeling software; Based on the train marshalling basic model, the tunnel basic model and the environment basic model, a meshing technology is used for discretization processing, and a fluid dynamics software is used to establish the train-line-tunnel coupling three-dimensional dynamic simulation model.

3. The method of claim 1, wherein, After the train-line-tunnel coupling three-dimensional dynamic simulation model is used to solve the transient aerodynamic load of the train-line-tunnel coupling by numerical simulation to obtain the external pressure change curve of the train body measuring point, the method further comprises the following steps: The external pressure change curve is stored to establish a train body external surface pressure database, so as to calculate the internal and external pressure difference change curve based on the train body external surface pressure database.

4. The method of claim 1, wherein, The method of calculating the internal and external pressure difference change curve of the train body measuring point according to the external pressure change curve of the train body measuring point comprises the following steps: According to the external pressure change curve of the train body measuring point and the train dynamic air tightness index, the internal pressure change curve of the train body measuring point is calculated; According to the external pressure change curve and the internal pressure change curve, the internal and external pressure difference change curve of the train body measuring point is calculated.

5. The method of claim 4, wherein, After the internal and external pressure difference change curve is traversed, the method further comprises the following steps: The extreme value of the pressure difference is obtained, and the data filtering threshold value is determined according to the extreme value; The internal and external pressure difference change curve is denoised according to the data filtering threshold value, so as to execute the load cycle determination step according to the denoised internal and external pressure difference change curve.

6. The method of claim 1 to 5, wherein, The method of determining the load cycle, performing mathematical statistics on the load cycle and compiling the train body aerodynamic load spectrum comprises the following steps: All local extreme values are extracted by traversing the internal and external pressure difference change curve; According to the local extreme values, the closed load cycle and the unclosed load cycle are recorded; the closed load cycle is a load cycle with a change amplitude between local extreme values being less than a preset change condition; the unclosed load cycle is a load cycle other than the closed load cycle among all local extreme values; The amplitudes and mean values of the closed load cycles and the unclosed load cycles are counted in the pressure difference grade interval, and the train body aerodynamic load spectrum is compiled.

7. A train car body aerodynamic load spectrum compiling device, characterized by, The method comprises the following steps: The acquisition module is configured to acquire the external pressure change curve of the train body measuring point by solving the transient aerodynamic load of the train / line / tunnel coupling through numerical simulation based on a train-line-tunnel coupling three-dimensional dynamic simulation model; the train-line-tunnel coupling three-dimensional dynamic simulation model is a model established according to a train operation condition characteristic matrix; the train operation condition characteristic matrix is a matrix established according to the operation condition of the train; the characteristics of the operation condition of the train include one or more combinations of the following: open line operation, passing through a tunnel, single train operation, train meeting, line slope, altitude change, tunnel length, and blockage ratio; The calculation module is configured to calculate the internal-external pressure difference change curve of the train body measuring point according to the external pressure change curve of the train body measuring point; The compilation module is configured to traverse the internal-external pressure difference change curve, determine the load cycle, and perform mathematical statistics on the load cycle, and compile the train body aerodynamic load spectrum.

8. An electronic device comprising a memory, a processor, and a computer program stored on the memory and running on the processor, characterized in that, The processor executes the program to implement the train body aerodynamic load spectrum compilation method according to any one of claims 1 to 6. 9.A non-transitory computer-readable storage medium having stored thereon a computer program, characterized in that, The computer program is executed by the processor to implement the train body aerodynamic load spectrum compilation method according to any one of claims 1 to 6.

10. A computer program product comprising a computer program, characterized in that, The computer program is executed by the processor to implement the train body aerodynamic load spectrum compilation method according to any one of claims 1 to 6.

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