A test system and method for a train dynamic model based on linear induction motor drive

Abstract

This invention discloses a train dynamic model test system and method based on linear induction motor drive, belonging to the field of high-speed train aerodynamic performance simulation test technology. The system is divided into three layers along the height direction: the train model is suspended in the upper layer, the drive vehicle and support vehicle are located in the middle layer, and the reaction plate and linear induction motor array are located in the lower layer. The linear induction motor array is arranged along both sides of the reaction plate, and the reaction plate is driven in segments by electronic control equipment. The reaction plate pulls the drive vehicle via traction ropes, thus driving the train model. The test section includes tunnel pipes and sensors to collect data, and the deceleration section uses a brake plate to apply friction braking to the drive vehicle. This invention separates the drive structure from the train model body, reducing the influence of the drive structure on the flow field, avoiding mechanical transmission wear, reducing the risk of braking damage, and improving drive controllability.

Description

Technical Field

[0001] This invention relates to the field of high-speed train aerodynamic performance simulation test technology, and in particular to a train dynamic model test system and method based on linear induction motor drive. Background Technology

[0002] With the continuous increase in the operating speed of high-speed railways, the interaction between the train and the surrounding air, ground, and tunnel walls has significantly intensified. Problems such as aerodynamic drag, train wind, tunnel pressure waves, micro-pressure waves, and pressure waves from train encounters have become increasingly prominent. Especially when trains pass through tunnels at high speed or meet within tunnels, the compressed air in front of the train propagates within the tunnel, creating significant pressure fluctuations. These pressure fluctuations not only affect train operation safety and passenger comfort but may also adversely impact the tunnel structure and its ancillary facilities. Therefore, in the design of high-speed trains, line construction, and research on tunnel aerodynamic effects, it is necessary to simulate and measure the aerodynamic performance of trains under high-speed operating conditions through experimental methods.

[0003] Currently, dynamic model testing systems for trains typically need to accelerate the model train to the required speed within a short distance and then safely and reliably decelerate it after the test. Traditional dynamic model testing systems can use elastic ropes, air cannons, high-pressure air-assisted catapults, or other mechanical transmission methods to accelerate the model train. Among these, elastic rope tension catapults are relatively simple in structure, but their acceleration capacity is limited and cannot meet the needs of dynamic model testing for higher speed levels. Air cannons or high-pressure air-driven methods can increase the speed of the model train to some extent, but they usually require long sealed pipes, high-pressure air storage devices, and corresponding release control devices, resulting in higher requirements for system structure and operation and maintenance.

[0004] A Chinese patent with publication number CN 111735605 B discloses a high-speed train dynamic model test system. This system supports the model train via a transmission car and a support car in a lower-level pipe, suspending the model train above the track base. The transmission car is braked by a braking device, thus avoiding direct braking of the model train. This solution reduces the risk of damage to the model train and its internal sensors during high-speed braking. However, its drive system still uses a high-pressure air tank, a power car, and a push rod for power transmission, and the drive method itself still relies on compressed air and mechanical contact force transmission structures.

[0005] However, placing the electromagnetic drive device directly near the model train or installing it directly on the model train body may alter the train model's shape, affect the surrounding flow field, and thus interfere with the aerodynamic test results. Furthermore, directly braking the model train at high speeds could still cause damage to its external shape or internal testing equipment. Therefore, a new dynamic model train test bench structure is needed to rationally separate the electromagnetic drive source, the model train's load-bearing structure, and the test measurement structure. This would allow the model train to be accelerated to the test speed with minimal frictional loss and decelerated after the test through a method that does not directly act on the model train body. Summary of the Invention

[0006] The purpose of this invention is to provide a train dynamic model test system and method based on linear induction motor drive, in order to solve the following technical problems existing in the prior art: traditional drive methods (elastic rope, air cannon, mechanical transmission) have limited acceleration capabilities, large power transmission losses, and inflexible acceleration process control; if the electromagnetic drive device is directly installed on the model train, it will change the shape of the train, affect the surrounding flow field, and interfere with the aerodynamic test results; when braking at high speed, the direct action on the model train body can easily cause damage to the model's shape or damage to the internal test equipment; the existing test bench structure layout is limited, making it difficult to achieve a reasonable separation of the drive structure, load-bearing structure, and test measurement structure.

[0007] To achieve the above objectives, the present invention adopts the following technical solution: This invention provides a train dynamic model test system based on linear induction motor drive, comprising a train model, a drive vehicle, a support vehicle, an upper panel, a middle track, a lower plane, a reaction plate, a linear induction motor array, a traction rope, electronic control equipment, a tunnel pipe, photoelectric sensors, pressure sensors, and a brake plate. The test system is divided into an upper space, a middle space, and a lower space along its height. The train model is located in the upper space, the drive vehicle and the support vehicle are located in the middle space, and the reaction plate and the linear induction motor array are located in the lower space. The train model is fixedly connected to the drive vehicle and the support vehicle, and is supported by them, suspending the train model above the upper panel. The reaction plate is connected to the drive vehicle via the traction rope. The linear induction motor array is arranged along the length of the lower plane on both sides of the reaction plate. The electronic control equipment is connected to the linear induction motor array and controls the linear induction motor array to act on the reaction plate, causing the reaction plate to pull the drive vehicle through the traction rope, thereby driving the train model. The tunnel duct is located on the running path of the train model, and the photoelectric sensor and the pressure sensor are located within the tunnel duct. The brake plate is located on the running path of the drive vehicle and applies friction braking to the drive vehicle after the train model passes through the tunnel duct.

[0008] By employing a three-tiered spatial arrangement (upper, middle, and lower), the train model, drive vehicle, and linear induction motor drive structure are layered, preventing the drive unit from being directly mounted on the train model body. This reduces the impact of the drive structure on the aerodynamic shape of the train model and the flow field of the test section. The linear induction motor array drives the reaction plate, and the driving force is then transmitted to the middle-layer drive vehicle via traction ropes. This avoids the wear and energy loss caused by mechanical transmission structures such as gears, chains, and lead screws under high-speed operating conditions, improving the continuity and controllability of the drive process.

[0009] Furthermore, the upper panel is formed by two parallel plate-like members extending along the length of the test system, with an upper gap between the two plate-like members. This upper gap accommodates the fixed connection structure between the train model and the drive vehicle and the support vehicle. This structure allows the train model to move synchronously with the drive vehicle and the support vehicle within the upper space while maintaining the gap with the upper panel.

[0010] Furthermore, the intermediate track is formed by two parallel plate-like components extending along the length of the test system, with an intermediate gap between the two plate-like components through which the traction rope passes. The drive vehicle and support vehicle are mounted on the intermediate track and are capable of moving along it.

[0011] Preferably, the width of the middle layer gap is smaller than the width of the upper layer gap. The width of the middle layer gap only needs to be sufficient to allow the traction rope to pass through and move, thereby ensuring the structural strength of the middle layer track.

[0012] Furthermore, the lower plane is a rectangular plate structure without a central slot, and the reaction plate is disposed in the central region of the lower plane. This structure enables the lower plane to provide a stable mounting base for the linear induction motor array, while providing a flat movement path for the reaction plate.

[0013] Furthermore, the linear induction motor array includes multiple pairs of linear induction motors arranged sequentially along the length of the test system. Each pair of linear induction motors includes two opposing linear induction motors, forming an electromagnetic interaction region between the two opposing linear induction motors for the reaction plate to pass through. The reaction plate is located in the central region of the lower plane and passes sequentially through the electromagnetic interaction region between each pair of linear induction motors along the length of the test system.

[0014] Preferably, it also includes a trigger magnet; the electronic control device includes a central control processor, a Hall sensor, and a coil switch controller. The Hall sensor and the trigger magnet acquire the position information of the reaction plate. The central control processor generates on / off control commands for the linear induction motor array based on the position information of the reaction plate and a preset driving timing sequence. The coil switch controller controls the corresponding linear induction motor to be energized or de-energized according to the on / off control commands. This control method can perform segmented control of the linear induction motor array according to the position of the reaction plate, so that the linear induction motor array forms a driving segment that moves with the reaction plate, achieving precise acceleration control.

[0015] Furthermore, one end of the traction rope is connected to the reaction plate, and the other end passes through the gap in the middle layer of the middle track and is connected to the drive vehicle. After the reaction plate is driven by the linear induction motor array in the lower space, the traction force is transmitted to the drive vehicle in the middle space through the traction rope, and the drive vehicle then drives the train model and the support vehicle to move synchronously.

[0016] Furthermore, the test system sequentially includes an acceleration section, a test section, and a deceleration section along the running direction of the train model. The linear induction motor array is located at least in the acceleration section, the tunnel pipe is located in the test section, and the brake plate is located in the deceleration section. This segmented arrangement enables the test system to sequentially perform functions such as acceleration, test data acquisition, and deceleration braking.

[0017] Preferably, the photoelectric sensor is disposed at at least one of the inlet and outlet of the tunnel duct, and the pressure sensor is disposed on the tunnel duct to collect pressure change data as the train model passes through the tunnel duct. The photoelectric sensor detects the moment when the train model passes through the tunnel duct inlet or outlet, and the pressure sensor collects the pressure changes generated during the train model's passage, which are used to analyze the aerodynamic effects of the train model passing through the tunnel duct.

[0018] Furthermore, the cross-section of the driving vehicle is larger than the cross-section of the supporting vehicle, and when viewed along the length of the test system, the cross-section of the driving vehicle covers the cross-section of the supporting vehicle. This structure allows the driving vehicle to contact the brake plate and generate friction, while the cross-section of the supporting vehicle, being smaller than that of the driving vehicle, allows it to pass through the deceleration section without contacting the brake plate.

[0019] Preferably, the brake plate corresponds to the running path of the driving vehicle, so that when the driving vehicle enters the deceleration section, it engages in friction braking with the brake plate, while the supporting vehicle does not contact the brake plate. This braking method avoids the brake plate directly acting on the train model body, and at the same time, the brake plate does not obstruct or provide friction braking to the supporting vehicle.

[0020] This invention also provides a method for conducting tests using the aforementioned train dynamic model test system based on linear induction motor drive, comprising the following steps: placing the train model in the upper space and fixing it to the driving vehicle and the support vehicle in the middle space; placing the reaction plate in the initial position of the lower space and connecting it to the driving vehicle via the traction rope; controlling the linear induction motor array to act on the reaction plate via the electronic control device, causing the reaction plate to move along the lower plane; the reaction plate pulling the driving vehicle via the traction rope, and the driving vehicle driving the train model and the support vehicle to move synchronously; collecting test data via the photoelectric sensor and the pressure sensor when the train model passes through the tunnel pipe; after the train model exits the tunnel pipe, the driving vehicle enters the deceleration section and engages in friction braking with the brake plate, causing the train model to decelerate.

[0021] Furthermore, during the process of the linear induction motor array driving the reaction plate, the electronic control device sequentially controls multiple pairs of linear induction motors to operate according to the direction of movement of the reaction plate, so that the reaction plate accelerates continuously or in segments. This control method can achieve precise acceleration control, improving experimental stability and repeatability.

[0022] Preferably, during the friction braking process between the driving vehicle and the brake plate, the supporting vehicle does not contact the brake plate. This method can reduce the friction and braking impact on the train model and improve the stability of the test process.

[0023] Compared with the prior art, the present invention has the following beneficial effects: 1. By adopting a three-layer spatial arrangement structure (upper, middle, and lower), the electromagnetic drive source is separated from the train model body. The drive device is not directly installed on the train model body, which reduces the influence of the drive structure on the aerodynamic shape of the train model and the flow field of the test section. This avoids the drive device changing the shape of the train model and affecting the flow field of the test section, thus improving the accuracy of the aerodynamic test results.

[0024] 2. By employing a linear induction motor array to drive the reaction plate, and then transmitting the driving force to the middle drive vehicle via traction ropes, the wear and energy loss caused by mechanical transmission structures such as gears, chains, and lead screws under high-speed operation are avoided, thus improving the continuity and controllability of the driving process. The electronic control equipment can control the linear induction motor array in segments according to the position of the reaction plate, achieving precise acceleration control and improving experimental stability and repeatability.

[0025] 3. The structural design of suspending the train model above the upper panel reduces frictional wear between the train model and the upper panel during operation. Braking the driving vehicle via brake plates, rather than directly braking the train model, reduces the risk of damage during high-speed braking and avoids external damage or damage to internal testing equipment caused by directly braking the model train. Attached Figure Description

[0026] Figure 1 This is a top view of the lower-level linear induction motor drive structure.

[0027] Figure 2 This is a side view of the overall structure.

[0028] Figure 3 This is a top-down schematic diagram of the deceleration section in the middle layer of space.

[0029] Figure 4 This is a schematic diagram of the cross-sectional structure of a tunnel pipeline.

[0030] Figure 5 This is a top-view diagram showing the layout of the acceleration section, test section, and deceleration section.

[0031] Figure 6 This is a cross-sectional schematic diagram showing the connection between the upper and middle spaces.

[0032] Figure 7 This is a schematic diagram showing the hardware connection between the electronic control equipment and the lower-level linear induction motor drive structure.

[0033] Figure 8 This is a schematic diagram of the software control logic of an electronic control device.

[0034] The above figures include the following reference numerals: 1. Train model; 2. Drive vehicle; 3. Support vehicle; 4. Upper panel; 5. Middle track; 6. Lower plane; 7. Reactor plate; 8. Linear induction motor array; 9. Tunnel pipe; 10. Pipe clamp; 11. Photoelectric sensor; 12. Pressure sensor; 13. Brake plate; 14. Traction rope; 15. Electronic control equipment; 16. Pipe sidewall; 17. Acceleration section; 18. Test section; 19. Deceleration section; 20. Central control processor; 21. Trigger magnet; 22. Hall sensor; 23. Coil switch controller. Detailed Implementation

[0035] This invention provides a train dynamic model test system based on linear induction motor drive. The invention will be further described in detail below with reference to the accompanying drawings.

[0036] This invention employs a three-layer spatial arrangement structure (upper, middle, and lower), separating the train model, drive vehicle, and linear induction motor drive structure into distinct layers. This prevents the drive unit from being directly mounted on the train model body. The linear induction motor array drives the reaction plate, and the driving force is then transmitted to the middle-layer drive vehicle via traction ropes. This avoids the wear and energy loss caused by mechanical transmission structures such as gears, chains, and lead screws under high-speed operating conditions.

[0037] Example 1 like Figure 2 and Figure 5 As shown, the train dynamic model test system based on linear induction motor drive in this embodiment includes an acceleration section 17, a test section 18 and a deceleration section 19 in sequence along the running direction of the train model 1.

[0038] Train model 1 is placed in the upper space, drive car 2 and support car 3 are placed in the middle space, and reaction plate 7 and linear induction motor array 8 are placed in the lower space.

[0039] In this embodiment, the acceleration section 17 is mainly used to drive the reaction plate 7 through the linear induction motor array 8, so that the reaction plate 7 is driven by the traction rope 14 to accelerate the vehicle 2.

[0040] Test section 18 is mainly used to install tunnel pipe 9, photoelectric sensor 11 and pressure sensor 12 to collect data on the operating status and pressure changes of train model 1 when it passes through tunnel pipe 9.

[0041] The deceleration section 19 is mainly used to arrange the brake plate 13, so that the driving vehicle 2 will make frictional contact with the brake plate 13 and decelerate after the train model 1 passes through the tunnel pipe 9.

[0042] In this embodiment, the upper space is used to arrange the train model 1 and its passage area, the middle space is used to arrange the drive vehicle 2, the support vehicle 3 and the middle track 5, and the lower space is used to arrange the lower plane 6, the reaction plate 7, the linear induction motor array 8 and the electronic control equipment 15.

[0043] With the above three-layer arrangement, the driving component, the load-bearing component and the test and measurement component are separated from each other in the height direction. The reaction plate 7 and the linear induction motor array 8 are located in the lower space, and the train model 1 is located in the upper space, thereby avoiding the linear induction motor array 8 from directly acting on the train model 1.

[0044] like Figure 6 As shown, the train model 1 is located above the upper panel 4. The upper panel 4 consists of two parallel plate-like components, with an upper gap formed between the two plate-like components.

[0045] The fixed connection structure between the train model 1 and the drive car 2 and the support car 3 passes through the upper gap, enabling the train model 1 to move synchronously with the drive car 2 and the support car 3 in the upper space.

[0046] The drive vehicle 2 is used to bear the traction force transmitted by the traction rope 14 and drive the train model 1 to move in the direction of travel.

[0047] The support vehicle 3 is used to provide support during the movement of the train model 1, so that the gap between the train model 1 and the upper panel 4 is maintained and the train model 1 is kept suspended.

[0048] Both the driving vehicle 2 and the supporting vehicle 3 move along the middle track 5. As a result, the train model 1 does not directly contact the upper panel 4 during its movement, thereby reducing the frictional impact of the train model 1 during operation.

[0049] like Figure 2 and Figure 6 As shown, the middle track 5 is located below the upper panel 4 and consists of two parallel plate-shaped components, with a middle gap formed between the two plate-shaped components.

[0050] The drive vehicle 2 and the support vehicle 3 are mounted on the intermediate track 5 and are able to move along the intermediate track 5. The intermediate gap is used to allow the traction rope 14 to pass through.

[0051] The middle track 5 extends along the length of the test system and is used to define the running path of the drive vehicle 2 and the support vehicle 3, so that the drive vehicle 2 and the support vehicle 3 move along the running direction of the train model 1 under the traction of the traction rope 14.

[0052] The traction rope 14 passes upward from the lower space through the middle gap and connects to the drive vehicle 2. The width of the middle gap is smaller than the width of the upper gap of the upper panel 4, as long as it can accommodate the passage and movement of the traction rope 14.

[0053] like Figure 1 and Figure 2 As shown, the lower plane 6 is located below the middle track 5. The lower plane 6 is a slotless rectangular plate-like structure extending along the length of the test system.

[0054] The reaction plate 7 is located in the middle area of ​​the lower plane 6. The reaction plate 7 is connected to the drive vehicle 2 in the middle space via a traction rope 14.

[0055] Linear induction motor array 8 is arranged on both sides of reaction plate 7 and along the length of the lower plane 6.

[0056] In this embodiment, the linear induction motor array 8 consists of multiple pairs of linear induction motors. Each pair of linear induction motors includes two linear induction motors arranged opposite each other, forming an electromagnetic interaction region between the two linear induction motors.

[0057] The reaction plate 7 is located in the middle area of ​​the lower plane 6 and passes sequentially through the electromagnetic interaction area between each pair of linear induction motors along the length of the test system.

[0058] When the electronic control device 15 controls the corresponding linear induction motor pair to be energized, the linear induction motor pair generates an electromagnetic thrust along the length of the test system on the reaction plate 7.

[0059] As the reaction plate 7 moves forward, the electronic control device 15 sequentially controls the linear induction motors at different positions to turn on or off, causing the reaction plate 7 to accelerate continuously or in segments along the lower plane 6.

[0060] Specifically, one end of the traction rope 14 is connected to the reaction plate 7, and the other end passes through the middle gap of the middle track 5 and is connected to the drive vehicle 2.

[0061] After the reaction plate 7 is driven by the linear induction motor array 8 in the lower space, the traction force is transmitted to the drive vehicle 2 in the middle space through the traction rope 14. The drive vehicle 2 then drives the train model 1 and the support vehicle 3 to move synchronously.

[0062] Thus, the driving force of the linear induction motor array 8 is indirectly transmitted to the train model 1 through the reaction plate 7 and the traction rope 14.

[0063] In acceleration phase 17, the linear induction motor array 8 acts on the reaction plate 7 segment by segment, causing the reaction plate 7 to drive the drive vehicle 2 to accelerate via the traction rope 14.

[0064] The driving vehicle 2 is fixedly connected to the train model 1, and the supporting vehicle 3 is also fixedly connected to the train model 1. Therefore, the train model 1 moves forward along the upper space under the joint support of the driving vehicle 2 and the supporting vehicle 3.

[0065] Since the train model 1 does not contact the upper panel 4, the frictional impact on the train model 1 during acceleration is relatively small.

[0066] like Figure 4 and Figure 5 As shown, tunnel pipe 9 is installed in test section 18. Tunnel pipe 9 is fixed by pipe clamps 10.

[0067] Pressure sensor 12 is installed on tunnel pipe 9 to collect pressure change data inside the tunnel as the train model 1 passes through tunnel pipe 9.

[0068] Specifically, the photoelectric sensor 11 is connected to the electronic control device 15 and is used to send a trigger signal to the electronic control device 15 to indicate that the train model 1 has entered or exited the tunnel pipe 9.

[0069] Pressure sensor 12 is connected to electronic control device 15 and is used to transmit the collected pressure signal to electronic control device 15.

[0070] After receiving the trigger signal from the photoelectric sensor 11, the electronic control device 15 controls the data acquisition process corresponding to the pressure sensor 12 and records the pressure change data of the train model 1 as it passes through the tunnel pipe 9.

[0071] After the train model 1 enters the test section 18, it passes through the tunnel pipe 9. The photoelectric sensor 11 detects the moment when the train model 1 passes through the entrance or exit of the tunnel pipe 9, and the pressure sensor 12 collects the pressure changes generated during the passage of the train model 1.

[0072] The data obtained by photoelectric sensor 11 and pressure sensor 12 can be used to analyze the aerodynamic effects when train model 1 passes through tunnel pipe 9.

[0073] like Figure 3 and Figure 5 As shown, the deceleration section 19 is located after the test section 18. A brake plate 13 is installed inside the deceleration section 19.

[0074] Brake plate 13 is located in the middle space and corresponds to the running path of drive vehicle 2.

[0075] In this embodiment, the cross-section of the driving vehicle 2 is larger than the cross-section of the supporting vehicle 3, and when viewed from the length direction of the test system, the cross-section of the driving vehicle 2 can cover the cross-section of the supporting vehicle 3.

[0076] After the train model 1 exits the tunnel pipe 9, the drive vehicle 2 enters the deceleration section 19. Due to the large cross-section of the drive vehicle 2, the drive vehicle 2 comes into contact with the brake plate 13 and generates friction. The brake plate 13 can perform friction braking to decelerate the drive vehicle 2 after the train model 1 passes through the tunnel pipe 9.

[0077] Since the drive vehicle 2 is fixedly connected to the train model 1, the drive vehicle 2 drives the train model 1 to decelerate synchronously.

[0078] The cross-section of the support vehicle 3 is smaller than that of the drive vehicle 2. The support vehicle 3 can pass through the deceleration section 19 without contacting the brake plate 13. This braking method avoids the brake plate 13 acting directly on the train model 1 body. At the same time, the brake plate 13 will not obstruct or cause friction braking to the support vehicle 3.

[0079] The experimental procedure in this embodiment is as follows: Step S1: Before the test begins, place the reaction plate 7 in the initial position of the lower plane 6, connect the reaction plate 7 and the drive car 2 with the traction rope 14, and place the train model 1, the drive car 2 and the support car 3 in the starting position of the acceleration section 17.

[0080] At this time, the train model 1 is supported above the upper panel 4 by the drive car 2 and the support car 3, and maintains a gap with the upper panel 4.

[0081] Step S2: After the experiment begins, the electronic control device 15 controls the linear induction motor pair in the linear induction motor array 8 that is close to the initial position of the reaction plate 7 to be energized.

[0082] The linear induction motor generates an electromagnetic thrust along the length of the test system on the reaction plate 7, causing the reaction plate 7 to move forward along the lower plane 6.

[0083] As the reaction plate 7 moves, the electronic control device 15 sequentially controls the operation of the subsequent linear induction motors, causing the reaction plate 7 to continue to accelerate.

[0084] The reaction plate 7 drives the drive vehicle 2 to move via the traction rope 14, and the drive vehicle 2 drives the train model 1 and the support vehicle 3 to accelerate synchronously.

[0085] Train model 1 runs in the upper space, drive car 2 and support car 3 run on the middle track 5, and reaction plate 7 runs in the lower space under the action of linear induction motor array 8.

[0086] Because the spaces of each layer are separated from each other, the driving process does not directly change the external aerodynamic shape of the train model 1.

[0087] Step S3: When the train model 1 enters the test section 18, the train model 1 passes through the tunnel pipe 9.

[0088] Photoelectric sensors 11 at the entrance and exit of tunnel pipe 9 detect the passing status of train model 1, and pressure sensors 12 detect the pressure changes generated when train model 1 passes through tunnel pipe 9.

[0089] Step S4: After completing the data acquisition of test section 18, train model 1 continues to move towards deceleration section 19.

[0090] When the train model 1 exits the tunnel pipe 9 and enters the deceleration section 19, the drive vehicle 2 rubs against the brake plate 13 and gradually decelerates, and the drive vehicle 2 drives the train model 1, which is fixedly connected to it, to decelerate.

[0091] The support vehicle 3 does not come into contact with the brake plate 13, therefore the support vehicle 3 is not obstructed by the brake plate 13. Finally, the train model 1 gradually stops moving under the drive of the drive vehicle 2, completing one train dynamic model test.

[0092] In this embodiment, a linear induction motor array 8 drives the reaction plate 7, which in turn drives the drive vehicle 2 via a traction rope 14, thereby driving the train model 1 to run.

[0093] This structure places the electromagnetic drive source in the lower space, the train model 1 in the upper space, and the drive vehicle 2 and support vehicle 3 in the middle space, enabling the drive structure, load-bearing structure and aerodynamic test structure to be arranged in layers.

[0094] Compared with the method of directly pushing or directly braking the train model 1, this embodiment can reduce the friction and braking impact on the train model 1, and improve the stability and repeatability of the test process.

[0095] Example 2 Based on Embodiment 1, this embodiment further defines the specific hardware composition and control logic of the electronic control device 15.

[0096] like Figure 7 As shown, the electronic control device 15 is located in the lower space and is connected to the linear induction motor array 8.

[0097] The electronic control device 15 includes a central control processor 20, a Hall sensor 22, and a coil switch controller 23.

[0098] The central control processor 20 is connected to the Hall sensor 22 and the coil switch controller 23 respectively.

[0099] The coil switch controller 23 is connected to multiple linear induction motor pairs in the linear induction motor array 8 through the power drive module, and is used to control the corresponding linear induction motor pairs to be powered on or off according to the control instructions output by the central control processor 20.

[0100] The trigger magnet 21 is disposed on the reaction plate 7 or a component that moves synchronously with the reaction plate 7, and the Hall sensor 22 is arranged along the movement direction of the reaction plate 7.

[0101] The central control processor 20 is connected to the Hall sensor 22 to receive the segment position signal of the reaction plate 7.

[0102] The central control processor 20 is also connected to the coil switch controller 23 for sending on / off control commands for the linear induction motor to the coil switch controller 23.

[0103] like Figure 8 As shown, the software control logic of the electronic control device 15 includes position detection logic, reaction plate position judgment logic, linear induction motor pair selection logic, and linear induction motor pair on / off control logic.

[0104] Specifically, when the reaction plate 7 moves to the corresponding position, the trigger magnet 21 activates the corresponding Hall sensor 22, and the Hall sensor 22 sends the segment position signal of the reaction plate 7 to the central control processor 20.

[0105] The central control processor 20 determines the current driving section of the reaction plate 7 based on the section position signal, and controls the coil switch controller 23 to connect the linear induction motor pair in front of or near the reaction plate 7, while disconnecting the linear induction motor pair behind the reaction plate 7, so that the linear induction motor array 8 forms a driving section that switches sequentially as the reaction plate 7 moves.

[0106] Thus, under the segmented action of multiple linear induction motor pairs, the reaction plate 7 accelerates continuously or segmentally along the lower plane 6, and drives the drive car 2 to move through the traction rope 14. The drive car 2 drives the train model 1 and the support car 3 to move synchronously.

[0107] In this embodiment, the position information of the reaction plate 7 is obtained by triggering magnet 21 and Hall sensor 22. The central control processor 20 generates on / off control commands for the linear induction motor array 8 according to the position information and preset driving timing. The coil switch controller 23 controls the corresponding linear induction motor to be energized or de-energized according to the on / off control commands.

[0108] This control method can perform segmented control of the linear induction motor array 8 according to the position of the reaction plate 7, so that the linear induction motor array 8 forms a drive section that moves with the reaction plate 7, thereby achieving precise acceleration control and improving the stability and repeatability of the test.

Claims

1. A train dynamic model test system based on linear induction motor drive, comprising a train model (1), a drive vehicle (2), a support vehicle (3), an upper panel (4), a middle track (5), a lower plane (6), a reaction plate (7), a linear induction motor array (8), a traction rope (14), electronic control equipment (15), a tunnel pipe (9), a photoelectric sensor (11), a pressure sensor (12), and a brake plate (13), characterized in that, The test system is divided into an upper space, a middle space, and a lower space along the height direction; the train model (1) is set in the upper space, the driving vehicle (2) and the support vehicle (3) are set in the middle space, and the reaction plate (7) and the linear induction motor array (8) are set in the lower space; the train model (1) is fixedly connected to the driving vehicle (2) and the support vehicle (3) respectively, and is supported by the driving vehicle (2) and the support vehicle (3), so that the train model (1) is suspended above the upper panel (4); the reaction plate (7) is connected to the driving vehicle (2) through the traction rope (14); the linear induction motor array (8) is arranged along the length direction of the lower plane (6). The electronic control device (15) is placed on both sides of the reaction plate (7), and is connected to the linear induction motor array (8). The electronic control device (15) controls the linear induction motor array (8) to act on the reaction plate (7), so that the reaction plate (7) pulls the driving vehicle (2) through the traction rope (14), thereby driving the train model (1) to run. The tunnel pipe (9) is set on the running path of the train model (1), and the photoelectric sensor (11) and the pressure sensor (12) are set at the tunnel pipe (9). The brake plate (13) is set on the running path of the driving vehicle (2), and performs friction braking on the driving vehicle (2) after the train model (1) passes through the tunnel pipe (9).

2. The train dynamic model test system based on linear induction motor drive according to claim 1, characterized in that, The upper panel (4) is formed by two plate-shaped members extending along the length of the test system, arranged in parallel. An upper gap is formed between the two plate-shaped members, and the upper gap accommodates the fixed connection structure between the train model (1), the drive vehicle (2), and the support vehicle (3).

3. The train dynamic model test system based on linear induction motor drive according to claim 1, characterized in that, The middle track (5) is formed by two plate-shaped members that extend along the length of the test system and are arranged in parallel, with a middle gap between the two plate-shaped members, through which the traction rope (14) passes. The width of the middle layer gap is smaller than the width of the upper layer gap.

4. The train dynamic model test system based on linear induction motor drive according to claim 1, characterized in that, The linear induction motor array (8) includes multiple pairs of linear induction motors arranged sequentially along the length of the test system. Each pair of linear induction motors includes two opposing linear induction motors, and an electromagnetic interaction area is formed between the two opposing linear induction motors for the reaction plate (7) to pass through.

5. The train dynamic model test system based on linear induction motor drive according to claim 4, characterized in that, It also includes a trigger magnet (21); The electronic control device (15) includes a central control processor (20), a Hall sensor (22), and a coil switch controller (23). The trigger magnet (21) and the Hall sensor (22) acquire the position information of the reaction plate (7). The central control processor (20) generates on / off control commands for the linear induction motor array (8) based on the position information of the reaction plate (7) and the preset driving timing. The coil switch controller (23) controls the corresponding linear induction motor to be powered on or off according to the on / off control commands.

6. The train dynamic model test system based on linear induction motor drive according to claim 1, characterized in that, The test system includes an acceleration section (17), a test section (18) and a deceleration section (19) in sequence along the running direction of the train model (1). The linear induction motor array (8) is at least located in the acceleration section (17), the tunnel pipe (9) is located in the test section (18), and the brake plate (13) is located in the deceleration section (19).

7. The train dynamic model test system based on linear induction motor drive according to claim 1, characterized in that, The photoelectric sensor (11) is installed at least at one of the entrance and exit of the tunnel pipe (9), and the pressure sensor (12) is installed on the tunnel pipe (9) to collect pressure change data of the train model (1) when it passes through the tunnel pipe (9).

8. The train dynamic model test system based on linear induction motor drive according to claim 1, characterized in that, The cross-section of the driving vehicle (2) is larger than the cross-section of the support vehicle (3), and when viewed along the length of the test system, the cross-section of the driving vehicle (2) covers the cross-section of the support vehicle (3).

9. The train dynamic model test system based on linear induction motor drive according to claim 8, characterized in that, The brake plate (13) corresponds to the running path of the drive vehicle (2), so that when the drive vehicle (2) enters the deceleration section (19), it will undergo friction braking with the brake plate (13), and the support vehicle (3) will not contact the brake plate (13).

10. A method for conducting tests using the train dynamic model test system based on linear induction motor drive as described in any one of claims 1 to 9, characterized in that, The steps include: placing the train model (1) in the upper space and fixing it to the drive vehicle (2) and support vehicle (3) in the middle space; placing the reaction plate (7) in the initial position in the lower space and connecting it to the drive vehicle (2) via the traction rope (14); controlling the linear induction motor array (8) to act on the reaction plate (7) via the electronic control device (15), causing the reaction plate (7) to move along the lower plane (6); The reaction plate (7) pulls the drive vehicle (2) to move via the traction rope (14), and the drive vehicle (2) drives the train model (1) and the support vehicle (3) to move synchronously. When the train model (1) passes through the tunnel pipe (9), the test data is collected by the photoelectric sensor (11) and the pressure sensor (12). After the train model (1) exits the tunnel pipe (9), the drive vehicle (2) enters the deceleration section (19) and frictionally brakes with the brake plate (13) to decelerate the train model (1). During the process of the linear induction motor array (8) driving the reaction plate (7) to move, the electronic control device (15) sequentially controls multiple linear induction motor pairs to work according to the movement direction of the reaction plate (7), so that the reaction plate (7) accelerates continuously or in segments. During the friction braking process between the drive vehicle (2) and the brake plate (13), the support vehicle (3) does not contact the brake plate (13).

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