Simulation design method and system based on numerical wind tunnel

Abstract

The invention relates to the technical field of vehicle engineering, and provides a numerical wind tunnel-based simulation design method and system, and the method comprises the following steps: S1, constructing a numerical wind tunnel model and a target vehicle model; wherein the numerical wind tunnel model at least comprises a stable section, a contraction section, a test section, a diffusion section and a plenum chamber; s2, a boundary layer adjusting unit is preset at the front end of a test section of the numerical wind tunnel model and close to an outlet position of a contraction section, and is used for adjusting current flow field parameters of the target vehicle during simulation of the test section; s3, monitoring a current flow field parameter in the test section in real time, and controlling the boundary layer adjusting unit to dynamically adjust the suction parameter by taking the target flow field parameter as an optimization reference; wherein the suction parameters at least comprise a suction pressure value, a suction area length and a suction hole density. Compared with the prior art, the boundary layer can be efficiently and accurately controlled, and operation resources are effectively reduced.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle engineering, in particular to a simulation design method and system based on a numerical wind tunnel. BACKGROUND

[0002] In the development of automotive aerodynamics, numerical wind tunnel simulation technology has been widely used. However, there is a key problem in existing numerical wind tunnel simulation: the simulation distortion of the ground boundary layer. When the real car is running, the air is relatively stationary with the ground, and theoretically there should be no ground boundary layer; but in numerical simulation, the relative motion of the stationary floor and the air will inevitably produce a boundary layer. This false boundary layer will lead to the following problems:

[0003] 1. The thickness of the boundary layer is too large (usually more than 200-300% of the actual value), which artificially reduces the aerodynamic drag value;

[0004] 2. Suppress the bottom airflow speed and increase the lift coefficient;

[0005] 3. Distort the whole vehicle flow field structure, leading to serious deviation of aerodynamic data from the real working condition.

[0006] Existing boundary layer control technologies mainly fall into three categories:

[0007] 1. Active control technology in physical wind tunnels (such as the horizontal suction system disclosed in CN1808089A);

[0008] 2. Local boundary layer control method (such as the plasma jet control of CN109896027A);

[0009] 3. Combined control system (such as the three-stage continuous control of CN115541167A).

[0010] However, these technologies are designed for physical wind tunnels and cannot be directly applied to numerical simulation environments. In summary, there is currently a lack of effective boundary layer control methods in numerical wind tunnel simulation, which makes it difficult to meet the simulation precision requirements of engineering development. SUMMARY

[0011] The purpose of the present application is to provide a simulation design method and system based on a numerical wind tunnel, which can efficiently and accurately control the boundary layer and effectively reduce the computational resources. The specific scheme is as follows:

[0012] A simulation design method based on a numerical wind tunnel, the method comprising the following steps:

[0013] S1: Constructing a numerical wind tunnel model and a target vehicle model; wherein the numerical wind tunnel model at least includes: a stable section, a contraction section, a test section, a diffusion section and a settling chamber;

[0014] S2: A boundary layer adjusting unit is preset at the front end of the test section of the numerical wind tunnel model and close to the outlet of the contraction section, to adjust the current flow field parameters of the target vehicle during simulation simulation in the test section;

[0015] S3: Real-time monitoring of the current flow field parameters in the test section, taking the target flow field parameters as the optimization reference, controlling the boundary layer adjusting unit to dynamically adjust the suction parameters; wherein the suction parameters at least include suction pressure value, suction area length and suction hole density.

[0016] Further, the step S2 specifically comprises:

[0017] The boundary layer adjusting unit at least includes: first level unit, second level unit and third level unit;

[0018] The first boundary parameter is adjusted by the first level unit to eliminate the initial boundary layer thickness around the target vehicle at the front end of the test section, so that the thickness of the remaining initial boundary layer is maintained at the first preset thickness, and the initial boundary layer with the first preset thickness is designed as residual boundary layer; wherein the first boundary parameter at least includes power source strength, blowing speed and angle;

[0019] The second boundary parameter is adjusted by the second level unit using a preset strategy to dynamically control the thickness of the residual boundary layer, the second boundary parameter at least includes: front section preset fixed pressure value, rear section dynamic pressure value and rear section suction length;

[0020] The third boundary parameter is adjusted by the third level unit to compensate for the flow loss generated by the first level unit and the second level unit in the adjustment process; wherein the third boundary parameter at least includes: compensation air flow speed, flow, direction, angle, and compensation area position.

[0021] Further, the preset strategy is a segmented strategy;

[0022] The segmented strategy includes: fixed segment strategy and dynamic segment strategy;

[0023] The fixed segment strategy is used to output a fixed pressure value; the fixed pressure value is a calibration value obtained based on the flow field parameter calculation in the pre-simulation stage;

[0024] The dynamic segment strategy dynamically outputs an adjusting pressure value based on the real-time monitoring of the current flow field parameters, so that the current flow field parameters are stably maintained within the preset target parameter range;

[0025] Wherein, the current flow field parameters at least include: boundary layer thickness, axial static pressure gradient and air flow deflection angle.

[0026] Further, the step S3 specifically comprises:

[0027] The current flow field parameters of the test section are monitored in real time, compared with preset target flow field parameters, and the suction parameters are dynamically adjusted by the boundary layer adjusting unit according to the deviation of the two, until the current flow field parameters approach and stabilize in the target parameter range.

[0028] A simulation design device based on a numerical wind tunnel is applied to the method; the device comprises:

[0029] A simulation unit is configured to construct a numerical wind tunnel model; wherein the numerical wind tunnel model at least comprises: a stable section, a contraction section, a test section, a diffusion section and a settling chamber;

[0030] A fine modeling unit is configured to construct a target vehicle model of a vehicle to be tested and add it to the test section in the settling chamber for simulation;

[0031] A boundary layer adjusting unit is configured to monitor and adjust the surrounding flow field parameters of the target vehicle in the numerical wind tunnel simulation process, and take the target flow field parameters as the optimization target, so that the surrounding flow field parameters of the target vehicle always fall within the target parameter range.

[0032] Further, the large end opening of the contraction section is connected with the stable section, and the small end narrow opening extends into the settling chamber; the contraction section gradually shrinks from the large end opening part to the small end narrow opening part; and the small end narrow opening part is connected with the test section in the settling chamber; wherein the boundary layer adjusting unit is arranged at the part where the small end narrow opening is connected with the test section.

[0033] Further, the boundary layer adjusting unit comprises:

[0034] A first level unit, a second level unit and a third level unit;

[0035] The first level unit is arranged at the lower edge bottom of the small end narrow opening, and is configured to preliminarily eliminate the initial boundary layer part thickness of the target vehicle surrounding the front end of the test section, so that the remaining initial boundary layer thickness is maintained at a first preset thickness;

[0036] The second level unit extends to the inside of the small end narrow opening at one end, and extends to the inside of the settling chamber and is connected with the test section at the other end;

[0037] The second level unit is configured to adjust and dynamically control the thickness of the residual boundary layer based on a preset strategy, so that the thickness of the residual boundary layer is always stabilized at a second preset thickness; wherein the second preset thickness is smaller than the first preset thickness;

[0038] The third level unit is located at the rear end edge of the second level unit, and is configured to adjust a third boundary parameter to compensate for the flow loss generated by the first level unit and the second level unit in the adjustment process.

[0039] Further, the second stage unit comprises: a fixed section sub-unit and a dynamic section sub-unit;

[0040] The fixed section sub-unit is formed by extending the second stage unit to the small end entrance position of the contraction section, and the dynamic section sub-unit is formed by extending the second stage unit to the position inside the plenum.

[0041] The fixed section sub-unit applies a fixed section strategy to output a fixed pressure value.

[0042] The dynamic section sub-unit applies a dynamic section strategy to dynamically output an adjusted pressure value according to the current flow field parameter monitored in real time, so that the current flow field parameter is stably maintained within the preset target parameter range.

[0043] A simulation design system based on a numerical wind tunnel, the system comprising:

[0044] A model construction module configured to construct a numerical wind tunnel model and a target vehicle model; wherein the numerical wind tunnel model at least comprises: a stable section, a contraction section, a test section, a diffusion section and a plenum.

[0045] A flow field regulation module configured to preset a boundary layer adjustment unit at the position close to the outlet of the contraction section at the front end of the test section of the numerical wind tunnel model, so as to adjust the current flow field parameter of the target vehicle during the simulation simulation in the test section.

[0046] A central control processing module configured to monitor the current flow field parameter in the test section in real time, and control the boundary layer adjustment unit to dynamically adjust the suction parameter with the target flow field parameter as the optimization reference; wherein the suction parameter at least comprises a suction pressure value, a suction area length and a suction hole density.

[0047] An electronic device comprising: a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory complete mutual communication through the communication bus; characterized in that the memory stores a computer program, and when the computer program is executed by the processor, the processor executes the steps of the method.

[0048] A computer readable storage medium storing a computer program executable by an electronic device, and when the computer program runs on the electronic device, the electronic device executes the steps of the method.

[0049] A simulation platform comprising:

[0050] An electronic device for implementing the steps of the method;

[0051] A processor, the processor running a program, and when the program runs, the data output from the electronic device executes the steps of the method;

[0052] A storage medium for storing a program that, when executed, performs the steps of the method on data output from the electronic device.

[0053] Through the above scheme, the following beneficial technical effects are obtained:

[0054] The application provides a simulation design method and system based on a numerical wind tunnel; first, a numerical wind tunnel model and a target vehicle model are constructed; current flow field parameters in a test section simulation of the target vehicle in the test section are accurately controlled by using a boundary adjustment unit; in the simulation process, the current flow field parameters in the test section are monitored in real time, the target flow field parameters are used as an optimization benchmark, the boundary layer adjustment unit is controlled to operate, the current flow field parameters in the test section are always stabilized in the target range, the operation parameters of the boundary layer adjustment unit are dynamically controlled, so that the control of the boundary layer can be efficiently and accurately realized, and the operation resources are effectively reduced and the simulation efficiency is improved. BRIEF DESCRIPTION OF DRAWINGS

[0055] Figure 1 A flowchart of a simulation design method based on a numerical wind tunnel;

[0056] Figure 2 A structural block diagram of a simulation design system based on a numerical wind tunnel;

[0057] Figure 3 A flowchart of a simulation design method based on a numerical wind tunnel in one of the embodiments;

[0058] Figure 4 A structural diagram of a numerical wind tunnel model;

[0059] Figure 5 A structural diagram of A in the middle; Figure 4 A structural diagram of A in the middle;

[0060] Figure 6 A suction rate distribution diagram. DETAILED DESCRIPTION

[0061] In order to make the purposes, technical solutions and advantages of the application clearer, specific implementation will be described below in combination with the accompanying drawings. Figures 1-6 The application will be described in further detail below, obviously, the described embodiments are only some of the embodiments of the application, not all the embodiments. Based on the embodiments in the application, all other embodiments obtained by those skilled in the art without creative labor are within the protection scope of the application.

[0062] The terminology used in the description of the application herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. As used in the description of the application and the appended claims, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be understood that the terms "and / or," "at least one of," and "one or more of" as used herein refer to and encompass any possible combination of one or more of the associated listed items, including but not limited to the use of only a single one of the associated listed items.

[0063] It should be understood that the term "and / or" as used herein is merely an associative relationship of the associated objects, and means that there can be three relationships, for example, A and / or B, which means that there are three cases of A alone, A and B together, and B alone. In addition, the character " / " herein generally means that the front and rear associated objects are in an "or" relationship.

[0064] It should be understood that although the terms first, second, third, etc. can be used in the description of the application, these descriptions are not limited to these terms. These terms are only used to distinguish the description. For example, the first can also be called the second without departing from the scope of the application, and similarly, the second can also be called the first.

[0065] Depending on the context, the word "if" as used herein can be interpreted to mean "when" or "while" or "in response to the determination" or "in response to the occurrence." Similarly, the phrase "if it is determined" or "if [a stated condition or event] is detected" can be interpreted to mean "upon determining" or "in response to determining" or "upon detecting [the stated condition or event]" or "in response to detecting [the stated condition or event]."

[0066] It should also be noted that the terms "comprising", "comprises", "including", "includes" or any other variation thereof are intended to cover a non-exclusive inclusion, such that a product or process that comprises a list of elements does not include only those elements, but can also include other elements not expressly listed or inherent to such product or process. Without more limitations, an element defined by the phrase "comprising a" does not exclude the existence of additional identical elements in the product or process that includes the stated element.

[0067] It should be particularly noted that the symbols and / or numbers present in the specification, if not marked in the description of the drawings, are not drawing reference numbers.

[0068] The optional embodiments of the application are described in detail below with reference to the accompanying drawings.

[0069] In the figure: 1 - chamber; 2 - test section; 3 - diffusion section; 4 - contraction section; 5 - stabilization section; 6 - first stage unit; 7 - fixed section subunit; 8 - dynamic section subunit; 9 - third stage unit;

[0070] Figure 1 A simulation design method based on a numerical wind tunnel is shown, the method comprising the following steps:

[0071] S1: constructing a numerical wind tunnel model and a target vehicle model; wherein the numerical wind tunnel model at least includes: a stable section, a contraction section, a test section, a diffusion section and a settling chamber;

[0072] S2: a boundary layer adjusting unit is preset at the front end of the test section of the numerical wind tunnel model and near the outlet position of the contraction section, to adjust the current flow field parameters of the target vehicle during simulation simulation in the test section;

[0073] S3: real-time monitoring of the current flow field parameters in the test section, taking the target flow field parameters as the optimization reference, and controlling the boundary layer adjusting unit to dynamically adjust the suction parameters; wherein the suction parameters at least include suction pressure value, suction area length and suction hole density.

[0074] Specifically, the present application first constructs a numerical wind tunnel model and a target vehicle model; wherein the target vehicle model is constructed by using a refined modeling unit; the numerical wind tunnel model in this embodiment breaks through the traditional single structure design in structure, and constructs a numerical wind tunnel model including a stable section, a contraction section, a test section, a diffusion section and a settling chamber, which can more realistically simulate the whole process of air flow rectification, acceleration, acting on the vehicle and deceleration, and avoid flow field distortion caused by structural defects; secondly, a boundary layer adjusting unit is preset at the front end of the test section inside the settling chamber and near the outlet position of the contraction section, which is used for subsequent adjustment of the current flow field parameters of the target vehicle during simulation simulation in the test section; wherein since the boundary layer adjusting unit is arranged at the front end of the test section, at this point, the air flow just flows out from the contraction section, which is in an important stage after acceleration and before fully acting on the vehicle. At this time, the initial boundary layer state can be directly corrected through the intervention of the adjusting unit, avoiding the passive situation of adjusting the vehicle around after the initial flow field has been distorted, while reducing invalid operation, and only investing control resources in important areas, and indirectly providing important support for the subsequent design target of reducing operation resources and improving simulation efficiency. Further, by real-time monitoring of the current flow field parameters in the test section and dynamic correction based on the target flow field parameters, the flow field parameters can be always stabilized within the target range, the control accuracy is significantly improved, and the design target of reducing operation resources and improving simulation efficiency is achieved.

[0075] In combination with Figure 4 and Figure 5 It is shown that the step S2, a boundary layer adjusting unit is preset at the front end of the test section of the numerical wind tunnel model and near the outlet position of the contraction section, to adjust the current flow field parameters of the target vehicle during simulation simulation in the test section, specifically comprising:

[0076] The boundary layer adjusting unit at least includes: a first level unit, a second level unit and a third level unit;

[0077] The first boundary parameter is adjusted by the first-level unit to eliminate the initial boundary layer part thickness around the target vehicle at the front end of the test section, so that the thickness of the remaining initial boundary layer is maintained at a first preset thickness, and the initial boundary layer with the first preset thickness is designed as a residual boundary layer; wherein the first boundary parameter at least includes power source strength, blowing speed and angle;

[0078] The second boundary parameter is adjusted by the second-level unit using a preset strategy to dynamically control the thickness of the residual boundary layer, wherein the second boundary parameter at least includes: a front section preset fixed pressure value, a rear section dynamic pressure value and a rear end suction length;

[0079] The third boundary parameter is adjusted by the third-level unit to compensate for the flow loss generated by the first-level unit and the second-level unit in the adjustment process; wherein the third boundary parameter at least includes: compensation air flow speed, flow, direction, angle, and compensation area position.

[0080] Specifically, in the embodiment, the initial boundary layer is preliminarily controlled by the first-level unit, the residual boundary layer is finely controlled by the second-level unit in an adaptive manner, and the flow loss caused by suction is compensated by the third-level unit; it can be understood that through the synergistic effect of the three-level control units of the boundary layer adjusting unit, the ground boundary layer thickness in the numerical wind tunnel can be effectively controlled, while ensuring that other flow field parameters meet the requirements, and an accurate numerical wind tunnel environment is provided for automobile aerodynamics simulation.

[0081] For example, the first level: by adjusting the power source strength, blowing speed and blowing angle, the initial boundary layer thickness can be accurately matched, such as the initial boundary layer thickness is 5mm, the power source strength is set to 280N / m³ to avoid blind trial and error; the second level: by adjusting the parameters of the front section fixed pressure, the rear section dynamic pressure and the rear section suction length, the Reynolds number and the vehicle size can be set to make the control more targeted, such as Re=1e5 and vehicle length 4.6m, the front section fixed pressure is set to-50Pa and the rear section suction length is set to 1.2m, so that the control is more in line with the actual flow field requirements; the third level: by adjusting the compensation air flow speed, flow, direction and area position, the flow loss of the previous two levels is compensated to avoid insufficient or excessive compensation.

[0082] Referring to Figure 3 As shown in the figure, the preset strategy is a segmented strategy;

[0083] The segmented strategy includes a fixed segment strategy and a dynamic segment strategy;

[0084] The fixed segment strategy is used to output a fixed pressure value; the fixed pressure value is a calibration value obtained based on the flow field parameter calculation in the pre-simulation stage;

[0085] The dynamic segment strategy dynamically outputs an adjusted pressure value based on real-time monitoring of the current flow field parameters, so that the current flow field parameters are stably maintained within a preset target parameter range.

[0086] The current flow field parameters at least include a boundary layer thickness, an axial static pressure gradient, and an airflow deflection angle.

[0087] Specifically, the fixed segment strategy corresponds to a front stable region of the second-level unit, and the dynamic segment strategy corresponds to a rear fluctuation region of the second-level unit. The fixed segment strategy uses a fixed pressure value calibrated by pre-simulation, without real-time calculation of the flow field and adjustment of parameters, thereby greatly reducing real-time operation amount. The dynamic segment strategy, for the rear fluctuation region, dynamically adjusts the pressure by real-time monitoring of the flow field parameters, to ensure that the flow field parameters do not deviate from the target range.

[0088] In a specific embodiment, the step S3, real-time monitoring of the current flow field parameters in the test section, takes the target flow field parameters as an optimization reference, and controls the boundary layer adjustment unit to dynamically adjust the suction parameters; wherein the suction parameters at least include a suction pressure value, a suction region length, and a suction hole density, and specifically include:

[0089] The current flow field parameters of the test section are compared with the preset target flow field parameters, and the suction parameters are dynamically adjusted by the boundary layer adjustment unit according to the deviation between the two, until the current flow field parameters tend to and are stably maintained within the target parameter range.

[0090] When the boundary layer thickness exceeds a threshold value, the suction pressure value is preferentially adjusted; when the axial static pressure gradient is out of standard, the suction region length is adaptively adjusted; and when the airflow deflection angle deviates, the suction hole density or the third-level compensation airflow direction is fine-tuned.

[0091] Referring to Figure 6 ; Figure 6 The X-coordinate position of the suction outlet is the horizontal coordinate, which is used to represent the suction outlet at different positions; the Z-direction outlet pressure is the vertical coordinate, which is used to reflect the pressure size of the suction outlet in the Z-direction; in the figure, the region of the X-coordinate from -5.1m to -4.7m, the Z-direction outlet pressure is stably maintained at -30Pa, and this region corresponds to the front suction part region of the second-level unit; the region of the X-coordinate from -4.7m to -3.7m, the pressure is stably maintained at -10Pa, and this region corresponds to the rear suction part region of the second-level unit; wherein the front suction part uses a fixed pressure to ensure that the boundary layer in this region continuously thins; the rear suction part is based on the front part and combined with dynamic adjustment, to realize real-time adaptive adjustment of the boundary layer thickness mutation.

[0092] Specifically, in this embodiment, the boundary layer thickness, axial static pressure gradient and airflow deflection angle of the test section are monitored in real time. When any parameter exceeds the set threshold, the corresponding control parameter is automatically adjusted. It can be understood that the application effectively reduces the thickness of the ground boundary layer in the numerical wind tunnel test area, while ensuring that other parameters meet the requirements of the national military standard, improving the accuracy of numerical simulation of automobile aerodynamics, providing an important reference for the development of automobile aerodynamics in the industry, and having the following technical effects:

[0093] 1. High boundary layer control accuracy, thickness deviation <5%;

[0094] 2. Comprehensive flow field quality meets national military standard requirements;

[0095] 3. High calculation efficiency, reducing iteration times by 30% compared to traditional methods;

[0096] 4. Wide application range, suitable for different vehicle types and wind tunnel types.

[0097] As shown in Figure 4 and Figure 5 , the application provides a simulation design device based on a numerical wind tunnel, which comprises:

[0098] a simulation unit for constructing a numerical wind tunnel model; wherein the numerical wind tunnel model at least includes: a stable section, a contraction section, a test section, a diffusion section and a settling chamber;

[0099] a refined modeling unit for constructing a target vehicle model of a vehicle to be tested and adding it to the test section in the settling chamber for simulation;

[0100] a boundary layer adjustment unit for monitoring and adjusting the surrounding flow field parameters of the target vehicle during numerical wind tunnel simulation, and taking the target flow field parameters as the optimization target, so that the surrounding flow field parameters of the target vehicle always fall within the target parameter range.

[0101] Further, the large end opening of the contraction section is connected with the stable section, and the small end narrow opening extends into the settling chamber; the contraction section gradually shrinks from the large end opening part towards the small end narrow opening part; and the small end narrow opening part is connected with the test section in the settling chamber; wherein the boundary layer adjustment unit is arranged at the part where the small end narrow opening connects with the test section.

[0102] The boundary layer adjustment unit comprises:

[0103] a first level unit, a second level unit and a third level unit;

[0104] The first level unit is arranged at the bottom of the lower edge of the small end narrow mouth, and preliminary elimination of the initial boundary layer thickness around the target vehicle at the front end of the test section is realized by adjusting the power source intensity, blowing speed and angle, so that the remaining initial boundary thickness is maintained at a first preset thickness;

[0105] The second level unit extends to the inside of the small end narrow mouth at one end and extends to the plenum and is connected to the test section at the other end;

[0106] The second level unit is used for adjusting the thickness of the residual boundary layer based on a preset strategy, so that the thickness of the residual boundary layer is always stabilized at a second preset thickness; and the second preset thickness is smaller than the first preset thickness.

[0107] The third level unit is located at the rear end edge of the second level unit and is used for adjusting the third boundary parameter to compensate for the flow loss generated in the adjustment process of the first level unit and the second level unit.

[0108] The second level unit comprises a fixed section sub-unit and a dynamic section sub-unit.

[0109] The fixed section sub-unit is formed by the extension of the second level unit to the small end entrance of the contraction section, and the dynamic section sub-unit is formed by the extension of the second level unit to the inside of the plenum.

[0110] The fixed section sub-unit applies a fixed section strategy to output a fixed pressure value.

[0111] The dynamic section sub-unit applies a dynamic section strategy to dynamically output an adjusted pressure value according to the real-time monitored current flow field parameters, so that the current flow field parameters are stably maintained within the preset target parameter range.

[0112] It can be understood that the boundary layer adjusting unit in the embodiment is arranged at the position where the small end narrow mouth is connected to the test section. Since this position is a key flow field node after the acceleration of the contraction section and the airflow acts on the front of the vehicle, the initial boundary layer can be pre-adjusted to avoid passive adjustment after flow field distortion. Further, through the synergistic effect of the three-level control units of the boundary layer adjusting unit, the ground boundary layer thickness in the numerical wind tunnel can be effectively controlled. For example, the suction of the boundary layer by the first two level units (the first level unit and the second level unit) will cause local flow loss, and the third level unit can adjust the compensation speed, flow rate and direction to complete the nearby compensation, that is, by allowing the high-speed compensation airflow to smoothly blend with the low-speed area, the low-speed area range is compressed, and the spread of flow loss to the core area of the test section is avoided, which causes the axial static pressure gradient to exceed the standard. Compared with the traditional remote compensation, the response speed is improved by 50%, the flow field parameters can be ensured to meet the requirements in real time, and the requirements of the national military standard are met.

[0113] For example, Figure 2As shown, the embodiment provides a simulation design system based on a numerical wind tunnel, which comprises:

[0114] a model construction module configured to construct a numerical wind tunnel model and a target vehicle model; wherein the numerical wind tunnel model at least comprises a stable section, a contraction section, a test section, a diffusion section and a settling chamber;

[0115] a flow field regulation module configured to preset a boundary layer adjustment unit at a position close to the outlet of the contraction section at the front end of the test section of the numerical wind tunnel model, so as to adjust the current flow field parameters of the target vehicle during simulation and simulation in the test section;

[0116] a central control processing module configured to monitor the current flow field parameters in the test section in real time, and control the boundary layer adjustment unit to dynamically adjust the suction parameters with the target flow field parameters as the optimization reference; wherein the suction parameters at least include suction pressure value, suction area length and suction hole density

[0117] It is worth noting that although the system only discloses the model construction module, the flow field regulation module and the central control processing module, it does not mean that the system is limited to the above basic functional modules. On the contrary, the meaning expressed by the present application is that on the basis of the above basic functional modules, those skilled in the art can add one or more functional modules to form infinite embodiments or technical solutions in combination with the prior art. That is to say, the system is open rather than closed, and it cannot be considered that the protection scope of the present application is limited to the above disclosed basic functional modules just because the embodiment only discloses individual basic functional modules.

[0118] On the other hand, the present application provides an electronic device, comprising: a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory complete mutual communication through the communication bus;

[0119] The memory stores a computer program, and when the computer program is executed by the processor, the processor executes the steps of the method.

[0120] On the other hand, the present application provides a computer readable storage medium, which stores a computer program / instruction, and the computer program / instruction is executed by the processor to realize the steps of the method.

[0121] It should be noted that the user information (including but not limited to user equipment information, user personal information, etc.) and data (including but not limited to data for analysis, stored data, displayed data, etc.) involved in the present application are all information and data authorized by the user or authorized by all parties.

[0122] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a non-volatile computer readable storage medium, and when the computer program is executed, the processes of the above-mentioned embodiments of the methods can be included. Any reference to memory, database or other medium used in the embodiments provided in the present application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical storage, high-density embedded non-volatile memory, resistive memory (ReRAM), magnetic variable memory, etc. The volatile memory can include random access memory (RAM) or external cache memory, etc. As an illustration but not limitation, the RAM can be in various forms. The database involved in the embodiments provided in the present application can include at least one of a relational database and a non-relational database. The non-relational database can include a distributed database based on a block chain, etc., and is not limited thereto. The processor involved in the embodiments provided in the present application can be a general-purpose processor, a central processing unit, a graphics processing unit, a digital signal processor, a programmable logic device, a data processing logic device based on quantum computing, etc., and is not limited thereto.

[0123] An emulation platform comprising:

[0124] An electronic device for implementing the steps of the method;

[0125] A processor, the processor running a program, the program when running performing the steps of the method on data output from the electronic device;

[0126] A storage medium for storing a program, the program when running performing the steps of the method on data output from the electronic device.

[0127] The technical features of the above embodiments can be combined in any way. To make the description concise, not all possible combinations of the technical features in the above embodiments are described, but as long as the combinations of the technical features do not contradict, they should be considered within the scope of the present application.

[0128] The above embodiments only express several implementation manners of the present application, and the description is more specific and detailed, but it should not be understood as a limitation on the scope of the patent of the present application. It should be pointed out that for those skilled in the art, without departing from the concept of the present application, a number of modifications and improvements can be made, which are within the scope of protection of the present application. Therefore, the protection scope of the present application should be subject to the appended claims.

Claims

1. A simulation design method based on numerical wind tunnel, characterized in that, The method includes the following steps: S1: Construct a numerical wind tunnel model and a target vehicle model; wherein, the numerical wind tunnel model includes at least: a stabilization section, a contraction section, a test section, a diffusion section, and a stagnation chamber; S2: A boundary layer adjustment unit is preset at the front end of the test section of the numerical wind tunnel model and near the exit position of the contraction section, in order to adjust the current flow field parameters of the target vehicle during the simulation of the test section. S3: Monitor the current flow field parameters in the test section in real time, and use the target flow field parameters as the optimization benchmark to control the boundary layer adjustment unit to dynamically adjust the suction parameters; wherein, the suction parameters include at least the suction pressure value, the length of the suction region and the suction orifice density.

2. The method according to claim 1, characterized in that, Step S2 specifically includes: The boundary layer adjustment unit includes at least: a first-level unit, a second-level unit, and a third-level unit; The first boundary parameters are adjusted by the first-level unit to eliminate part of the initial boundary layer thickness around the target vehicle at the front end of the test section, so that the remaining initial boundary layer thickness is maintained at the first preset thickness, and the initial boundary layer of the first preset thickness is designed as the residual boundary layer; wherein, the first boundary parameters include at least the power source strength, blowing speed and angle. The second boundary parameters are adjusted by a preset strategy in the second-level unit to dynamically control the thickness of the residual boundary layer. The second boundary parameters include at least: a preset fixed pressure value in the front section, a dynamic pressure value in the rear section, and a suction length in the rear section. The third boundary parameters are adjusted by the third-level unit to compensate for the flow loss generated by the first-level and second-level units during the adjustment process; wherein the third boundary parameters include at least: the compensated airflow velocity, flow rate, direction, angle, and the location of the compensation area.

3. The method according to claim 2, characterized in that, The preset strategy is a segmented strategy; The segmented strategy includes: a fixed segment strategy and a dynamic segment strategy; The fixed segment strategy is used to output a fixed pressure value; the fixed pressure value is a calibration value calculated based on the flow field parameters in the pre-simulation stage. The dynamic segment strategy dynamically outputs and adjusts the pressure value based on the real-time monitored current flow field parameters, so that the current flow field parameters are stably maintained within the preset target parameter range. The current flow field parameters include at least the boundary layer thickness, axial static pressure gradient, and airflow deflection angle.

4. The method according to claim 3, characterized in that, Step S3 specifically includes: The current flow field parameters of the test section are monitored in real time and compared with the preset target flow field parameters. The suction parameters are dynamically adjusted by the boundary layer adjustment unit according to the deviation between the two until the current flow field parameters approach and stabilize within the target parameter range.

5. A simulation design device based on a numerical wind tunnel, characterized in that, The apparatus is applicable to the method according to any one of claims 1-4; the apparatus comprises: A simulation unit is used to construct a numerical wind tunnel model; wherein the numerical wind tunnel model includes at least: a stabilization section, a contraction section, a test section, a diffusion section, and a stagnation chamber; The refined modeling unit is used to construct the target vehicle model of the vehicle to be tested and add it to the test section in the indoor room for simulation. The boundary layer adjustment unit is used to monitor and adjust the surrounding flow field parameters of the target vehicle during numerical wind tunnel simulation, and to optimize the surrounding flow field parameters of the target vehicle so that they always fall within the target parameter range.

6. The apparatus according to claim 5, characterized in that, The large end opening of the contraction section connects with the stable section, and the small end narrow opening extends into the refrigeration chamber; the contraction section gradually contracts from the large end opening towards the small end narrow opening; and the small end narrow opening connects with the test section in the refrigeration chamber; wherein, the boundary layer adjustment unit is arranged at the part where the small end narrow opening connects with the test section.

7. The apparatus according to claim 6, characterized in that, The boundary layer adjustment unit includes: First-level unit, second-level unit, and third-level unit; The first-level unit is arranged at the bottom of the lower edge of the narrow opening at the small end, and is used to initially eliminate part of the initial boundary layer thickness around the target vehicle at the front end of the test section, so that the remaining initial boundary layer thickness is maintained at the first preset thickness. The second-level unit extends from one end into the narrow opening at the small end, and from the other end into the sump chamber and connects to the test section. The second-level unit is used to adjust the thickness of the residual boundary layer dynamically based on a preset strategy, so that the thickness of the residual boundary layer is always stable at a second preset thickness; wherein the second preset thickness is less than the first preset thickness. The third-level unit, located at the rear edge of the second-level unit, is used to adjust the third boundary parameters to compensate for the flow loss generated by the first-level and second-level units during the adjustment process.

8. The apparatus according to claim 7, characterized in that, The second-level unit includes: fixed segment units and dynamic segment units; The fixed segment unit is formed by the extension of the second-level unit to the small end entrance of the contraction segment, and the dynamic segment unit is formed by the extension of the second-level unit to the interior of the occupancy chamber. The fixed segment subunit applies a fixed segment strategy and outputs a fixed pressure value; The dynamic segment sub-unit applies a dynamic segment strategy to dynamically output and adjust pressure values ​​based on the real-time monitored current flow field parameters, so that the current flow field parameters are stably maintained within the preset target parameter range.

9. A simulation design system based on a numerical wind tunnel, characterized in that, The system includes: The model building module is configured to build a numerical wind tunnel model and a target vehicle model; wherein, the numerical wind tunnel model includes at least: a stabilization section, a contraction section, a test section, a diffusion section, and a stagnation chamber; The flow field control module is configured to have a boundary layer adjustment unit pre-set at the front end of the test section of the numerical wind tunnel model and near the exit position of the contraction section, in order to adjust the current flow field parameters of the target vehicle during the simulation of the test section. The central control processing module is configured to monitor the current flow field parameters in the test section in real time, and control the boundary layer adjustment unit to dynamically adjust the suction parameters based on the target flow field parameters; wherein, the suction parameters include at least the suction pressure value, the length of the suction region and the suction orifice density.

10. A simulation platform, characterized in that, include: An electronic device for implementing the steps of the method according to any one of claims 1 to 4; A processor that runs a program that, when the program is running, performs the steps of the method according to any one of claims 1 to 4 from data output by an electronic device. A storage medium for storing a program that, when run, performs the steps of the method according to any one of claims 1 to 4 on data output from an electronic device.

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