Method, device and train for the layout of fluidic actuators for a train

Abstract

The present disclosure provides a method and device for layout of a train's fluidic actuator and a train, and relates to the field of rail transit, in particular to the field of active flow control. The method comprises: obtaining a train external flow field characteristic quantity of a simulation train under a simulation aerodynamic working condition; determining an initial layout position of an initial fluidic actuator to be laid out for the simulation train according to the train external flow field characteristic quantity; in a case where the initial fluidic actuator has been laid out on the simulation train based on the initial layout position, determining a plurality of fluidic drag reduction rates generated by the initial fluidic actuator under the simulation aerodynamic working condition according to the initial layout position of the initial fluidic actuator on the simulation train and a plurality of preset initial fluidic velocities, wherein the initial fluidic velocities include an initial fluidic velocity and an initial fluidic angle; and determining a target layout position and a target fluidic velocity of a target fluidic actuator to be laid out for the simulation train according to the plurality of fluidic drag reduction rates.

Description

Technical Field

[0001] This disclosure relates to the field of rail transit, particularly to the field of active flow control technology, and more specifically, to a jet exciter layout method, apparatus, and train for use in trains. Background Technology

[0002] With the deepening of low-carbon transformation in industries, construction, and transportation, drag reduction and energy-saving design of rail transit vehicles has received widespread attention. However, as the streamlined and smooth-surfaced design of rail transit vehicles continues to improve, the space for aerodynamic drag reduction based on traditional shape optimization design is becoming increasingly limited. There is an urgent need to explore new flow control drag reduction and energy-saving technologies suitable for rail transit vehicles and to continuously promote drag reduction and energy-saving design of rail transit vehicles.

[0003] In the process of realizing the present invention, the inventors discovered that the related technologies have at least the following problems: in the aerodynamic drag reduction design of rail transit vehicles, active flow control technologies such as jet exciters have failed to adapt to the flow field differences in different regions, resulting in poor jet drag reduction effect. Summary of the Invention

[0004] In view of this, the present disclosure provides a jet exciter layout method, apparatus and train for trains.

[0005] One aspect of this disclosure provides a method for placing a jet actuator for a train, comprising: acquiring characteristic quantities of the external flow field of a simulated train under simulated aerodynamic conditions; determining an initial placement position of an initial jet actuator to be placed on the simulated train based on the external flow field characteristic quantities; if an initial jet actuator has already been placed on the simulated train based on the initial placement position, determining multiple jet drag reduction rates generated by the initial jet actuator under simulated aerodynamic conditions based on the initial placement position of the initial jet actuator on the simulated train and multiple preset initial jet velocities, wherein the initial jet velocity includes an initial jet rate and an initial jet angle; and determining a target placement position and a target jet velocity of a target jet actuator to be placed on the simulated train based on the multiple jet drag reduction rates.

[0006] Another aspect of this disclosure provides a jet actuator placement device for a train, comprising: a train external flow field characteristic quantity acquisition module for acquiring train external flow field characteristic quantities of a simulated train under simulated aerodynamic conditions; an initial placement position determination module for determining the initial placement position of the initial jet actuator to be placed on the simulated train based on the train external flow field characteristic quantities; a jet drag reduction rate determination module for determining multiple jet drag reduction rates generated by the initial jet actuator under simulated aerodynamic conditions based on the initial placement position of the initial jet actuator on the simulated train and multiple preset initial jet velocities, wherein the initial jet velocity includes an initial jet rate and an initial jet angle; and a target jet actuator placement module for determining the target placement position and target jet velocity of the target jet actuator to be placed on the simulated train based on the multiple jet drag reduction rates.

[0007] Another aspect of this disclosure provides a train, including: a train body with jet exciters arranged thereon, the arrangement of which is determined based on the jet exciter arrangement method for trains of this disclosure.

[0008] According to the technical solution of this disclosure, the initial layout position of the initial jet exciter to be deployed on the simulated train is determined based on the characteristics of the external flow field of the train. Given that the initial jet exciter has already been deployed on the simulated train based on the initial layout position, multiple jet drag reduction rates generated by the initial jet exciter under simulated aerodynamic conditions are determined based on the initial layout position of the initial jet exciter on the simulated train and multiple preset initial jet velocities. Based on these multiple jet drag reduction rates, the target layout position and target jet velocity of the target jet exciter to be deployed on the simulated train are determined. By introducing the characteristics of the external flow field of the train to analyze the rear disturbance structure, the actual external flow field distribution of the train can be accurately matched, achieving a scientific selection of the initial layout position of the initial jet exciter. By combining multiple preset initial jet velocities with multiple jet drag reduction rates to determine the target layout method, the aerodynamic drag reduction effect of the entire vehicle can be effectively improved on the basis of scientific layout, enhancing the adaptability and versatility of the jet exciter layout, and improving the stability of the flow around the entire vehicle. Attached Figure Description

[0009] The above and other objects, features and advantages of this disclosure will become clearer from the following description of embodiments with reference to the accompanying drawings, in which:

[0010] Figure 1 A flowchart illustrating a jet exciter layout method for a train according to an embodiment of the present disclosure is shown schematically.

[0011] Figure 2A schematic diagram illustrating the arrangement of an initial jet exciter in the flow-direction vortex shedding region according to an embodiment of the present disclosure;

[0012] Figure 3 A schematic diagram illustrating the layout of a slit jet actuator according to an embodiment of the present disclosure is shown.

[0013] Figure 4 A schematic diagram illustrating the layout scheme of the target jet exciter obtained according to an embodiment of the present disclosure is shown for illustrative purposes.

[0014] Figure 5A A line graph illustrating the first type of variation of jet drag reduction rate with dimensionless jet velocity according to an embodiment of the present disclosure is shown.

[0015] Figure 5B A line graph illustrating the second type of variation of jet drag reduction rate with dimensionless jet velocity according to an embodiment of the present disclosure is shown.

[0016] Figure 6A This diagram schematically illustrates the effect of jet control on wake stability according to an embodiment of the present disclosure.

[0017] Figure 6B This diagram schematically illustrates the effect of jet control on wake stability according to an embodiment of the present disclosure.

[0018] Figure 7 A block diagram of a jet exciter layout device for a train according to an embodiment of the present disclosure is shown schematically.

[0019] Figure 8 A block diagram of an electronic device suitable for implementing the jet exciter layout method for trains according to an embodiment of the present disclosure is shown schematically. Detailed Implementation

[0020] The embodiments of the present disclosure will now be described with reference to the accompanying drawings. However, it should be understood that these descriptions are exemplary only and are not intended to limit the scope of the disclosure. In the following detailed description, numerous specific details are set forth to provide a thorough understanding of the embodiments of the present disclosure for ease of explanation. However, it will be apparent that one or more embodiments may be practiced without these specific details. Furthermore, descriptions of well-known structures and techniques are omitted in the following description to avoid unnecessarily obscuring the concepts of the present disclosure.

[0021] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit this disclosure. The terms “comprising,” “including,” etc., as used herein indicate the presence of the stated features, steps, operations, and / or components, but do not exclude the presence or addition of one or more other features, steps, operations, or components.

[0022] All terms used herein (including technical and scientific terms) have the meanings commonly understood by those skilled in the art, unless otherwise defined. It should be noted that the terms used herein are to be interpreted in a manner consistent with the context of this specification, and not in an idealized or overly rigid way.

[0023] When using expressions such as "at least one of A, B and C", they should generally be interpreted in accordance with the meaning that is commonly understood by those skilled in the art (e.g., "a system having at least one of A, B and C" should include, but is not limited to, a system having A alone, a system having B alone, a system having C alone, a system having A and B, a system having A and C, a system having B and C, and / or a system having A, B and C, etc.).

[0024] Flow control technology includes two main categories: passive flow control technology and active flow control technology.

[0025] Passive flow control does not require additional energy injection and is mainly achieved by steadily changing boundary conditions. It is easy to use, such as flaps for increasing lift and vortex generators for delaying separation.

[0026] Active flow control is a control method that introduces auxiliary energy. It primarily achieves control by directly injecting suitable disturbance patterns into the flow environment to couple with the system's inherent patterns. Active control can be divided into preset control and interactive feedback control. Preset control introduces steady / unsteady energy into the flow field to be controlled, regardless of changes in the flow regime. Interactive feedback is divided into forward feedback control and negative feedback control. Forward feedback control is an open-loop control method where sensors are placed upstream of the controller, and the sensed flow field parameters control the controller's operation to achieve flow field control. Negative feedback places sensors downstream of the controller, dynamically controlling the controller's operation based on changes in two signals.

[0027] In realizing the present invention, the inventors discovered that the flow field at the rear of a train directly affects its aerodynamic drag performance. Jet technology can alter the flow field characteristics at the rear of the train, thereby affecting its aerodynamic drag. However, the drag reduction effect of jets at the rear of the train is influenced by numerous parameters such as jet position, jet angle, and jet velocity. Inappropriate jet parameters can even increase drag, resulting in poor drag reduction performance.

[0028] To achieve superior drag reduction and energy saving effects, this disclosure provides a combined jet drag reduction and energy saving scheme based on active flow control technology. The main principle is as follows: First, the disturbance structure of the flow field around the train is analyzed to allow for targeted control of the large-scale flow structure around the train. Then, for a single-position jet, the influence of key control parameters such as jet position, jet angle, and jet velocity on aerodynamic drag reduction is studied to obtain a jet actuator layout with drag reduction effect. Finally, a jet actuator layout with drag reduction effect is selected to construct a combined jet excitation system.

[0029] Based on this Figure 1 A flowchart illustrating a jet exciter layout method for a train according to an embodiment of the present disclosure is shown schematically.

[0030] like Figure 1 As shown, the method includes operations S101 to S104.

[0031] In operation S101, the characteristic quantities of the external flow field of the simulated train under simulated aerodynamic conditions are obtained.

[0032] According to embodiments of this disclosure, simulated aerodynamic conditions can be used to simulate the external airflow environment of a train under different speeds, tracks, wind directions, train formations, and operating attitudes. The external flow field characteristics of the train can include, but are not limited to, characteristics such as the negative pressure value and aerodynamic vortex structure on the train surface under simulated aerodynamic conditions.

[0033] For example, high-precision numerical simulation methods or wind tunnel particle image velocimetry (PIV) technology can be used to study the flow mechanism around the train, clarify the vortex structure characteristics of the flow field around the train, i.e. the aforementioned external flow field characteristic quantities, so as to control the large-scale flow structure around the train in a targeted manner to reduce the aerodynamic drag around the train.

[0034] According to embodiments of this disclosure, in order to achieve targeted control of the large-scale flow structure around the train, operation S102 can be performed.

[0035] In operation S102, the initial layout position of the initial jet exciter to be laid out for the simulated train is determined based on the characteristics of the external flow field of the train.

[0036] According to embodiments of this disclosure, it can be determined whether an initial jet exciter needs to be placed at a corresponding characteristic location on the train surface, based on the magnitude of the negative pressure value and the presence or absence of an aerodynamic vortex structure.

[0037] For example, in response to detecting that the negative pressure value meets a first preset condition, the first characteristic position of the simulated train corresponding to the negative pressure value that meets the first preset condition is determined as the initial layout position, so as to deploy the initial jet exciter at the corresponding first characteristic position. The first preset condition may include, but is not limited to, a negative pressure value greater than a preset threshold. The preset threshold can be customized according to business needs and is not limited here.

[0038] For example, in response to the detection of an aerodynamic vortex structure, the second characteristic position of the simulated train corresponding to the aerodynamic vortex structure is determined as the initial layout position, and an initial jet exciter is deployed at the corresponding second characteristic position. The aerodynamic vortex structure can include, but is not limited to, flow vortices, spanwise vortices, separated vortices, horseshoe vortices, angular vortices, and wake vortices. Based on vortex structures such as horseshoe vortices, angular vortices, and wake vortices, the initial jet exciter can be deployed at locations with special physical structures, such as the car body, equipment protrusions, car body edges, corners, and the rear of the train. Based on vortex structures such as flow vortices, spanwise vortices, and separated vortices, the initial jet exciter can be deployed at locations with conventional flow structures, such as continuous walls of the car body, longitudinally extended regions, and flow transition regions.

[0039] Figure 2 A schematic diagram illustrating the arrangement of an initial jet exciter in the flow-direction vortex shedding region according to an embodiment of the present disclosure is shown.

[0040] like Figure 2 The diagram shows the near-field flow vortex structure topology of the tail car of a high-speed maglev train tested in a wind tunnel using the PIV (Pilot-Induced Vortex) method. It can be seen that in the right-hand region of the tail car's streamlined shape (where the train's exterior is symmetrical and facing the direction of travel), Figure 2 The image shows the flow vortex structure in the right-hand region (there are 4 flow vortices C). p-1 C p-2 C p-3 C p-4 The first three flow-direction vortices C p-1 C p-2 C p-3 Located in the streamlined side region, the fourth flow vortex C p-4 Located in the lower obstacle removal area, the initial jet exciter can be arranged in these areas where the flow direction vortex falls off. Due to the symmetry of the train's shape, the initial jet exciter can also be arranged symmetrically from left to right.

[0041] According to embodiments of this disclosure, based on the flow direction vortex, three guide channels can also be located in the right-side region of the tail vehicle's streamline, and initial jet exciters can also be arranged in these guide channel regions.

[0042] In operation S103, with the initial jet exciter already positioned on the simulated train based on the initial layout location, the multiple jet drag reduction rates generated by the initial jet exciter under simulated aerodynamic conditions are determined according to the initial layout location of the initial jet exciter on the simulated train and multiple preset initial jet velocities. The initial jet velocity includes the initial jet rate and the initial jet angle.

[0043] According to embodiments of this disclosure, after the initial jet exciter is deployed, the initial jet velocity traversal range and the initial jet angle traversal range of each initial jet exciter can be defined according to preset rules. Then, by traversing each initial jet velocity and initial jet angle within the corresponding range, and combining high-precision numerical simulation methods or wind tunnel test PIV methods, the jet drag reduction rate under the corresponding initial jet velocity and initial jet angle conditions can be obtained.

[0044] For example, based on the understanding of the flow mechanism around the tail vehicle, slit jet actuators or arrays of circular hole jet actuators can be arranged at streamlined characteristic locations to generate control jets. Different jet angles and rates can be adjusted at each jet location; the same location, jet angle, and jet rate are considered a single layout. High-precision numerical simulation methods or wind tunnel testing (PIV) methods can be used to further study the drag reduction characteristics of different jet layouts. In high-precision numerical simulation, the jet location can be defined as a velocity inlet, and the jet angle and rate can be set at the velocity inlet boundary. In wind tunnel testing (PIV), the surface area containing the jet outlet can be designed as a removable wall. By replacing the wall cover, the jet location and jet angle can be changed. Under the premise of constant upstream pressure, the jet rate of each layout can be controlled by changing the cross-sectional area of ​​the air passage, thereby affecting the drag reduction performance.

[0045] In operation S104, the target layout position and target jet velocity of the target jet exciter to be deployed for the simulated train are determined based on multiple jet drag reduction rates.

[0046] According to embodiments of this disclosure, by using high-precision numerical simulation or wind tunnel test PIV analysis, the influence of key control parameters such as layout position, jet angle, and jet velocity on the aerodynamic drag reduction of the train can be studied. A jet layout with drag reduction effect can be obtained, and then the layout scheme of the target jet exciter to be laid out can be determined, including the target layout position and the target jet velocity (angle + velocity).

[0047] Through the embodiments of this disclosure, by introducing characteristic quantities of the external flow field of the train to analyze the turbulence structure at the rear of the train, the actual external flow field distribution of the train can be accurately matched, enabling the scientific selection of the initial layout position of the initial jet exciter. By combining multiple preset initial jet velocities with multiple jet drag reduction rates to determine the target layout, the aerodynamic drag reduction effect of the entire vehicle can be effectively improved on the basis of scientific layout, enhancing the adaptability and versatility of the jet exciter layout, and improving the stability of the flow around the entire vehicle.

[0048] The following describes specific embodiments. Figure 1 The method shown will be further explained.

[0049] According to embodiments of this disclosure, the jet exciter may include a slit jet exciter or a circular hole jet exciter. Depending on the location of the slit arrangement, the slit jet exciter may be arranged in a longitudinal, transverse, or vertical manner. The initial jet exciter described above may include at least one of the following: a longitudinal slit jet exciter arranged based on the longitudinal direction of a train reference, a transverse slit jet exciter arranged based on the transverse direction of a train reference, or a vertical slit jet exciter arranged based on the vertical direction of a train reference.

[0050] For ease of description later, the coordinate axes are defined as follows: the x-axis is parallel to the train's direction of travel, i.e., along the longitudinal direction of the train reference; the y-axis is perpendicular to the train's direction of travel in the horizontal plane, i.e., along the transverse direction of the train reference; and the z-axis is perpendicular to the train's direction of travel in the vertical plane, i.e., along the vertical direction of the train reference.

[0051] Figure 3 A schematic diagram illustrating the layout of a slit jet exciter according to an embodiment of the present disclosure is shown.

[0052] like Figure 3 As shown, S6, S7, and S9 can represent slit jet actuators with a horizontal layout, S8 can represent slit jet actuators with a vertical layout, and S10 and S11 can represent slit jet actuators with a vertical layout.

[0053] According to embodiments of this disclosure, the longitudinal slit jet actuator is not limited to slit jet actuators arranged parallel to the x-axis. Any slit jet actuator whose slit tangent direction is parallel to the xy-plane and whose acute angle between the slit tangent and the x-axis in the xy-plane is less than 45 degrees can be defined as a longitudinal slit jet actuator. Correspondingly, the transverse slit jet actuator is not limited to slit jet actuators arranged parallel to the y-axis. Any slit jet actuator whose slit tangent direction is parallel to the xy-plane and whose acute angle between the slit tangent and the y-axis in the xy-plane is less than 45 degrees can be defined as a transverse slit jet actuator. The vertical slit jet actuator is not limited to slit jet actuators arranged parallel to the z-axis. Any slit jet actuator whose slit tangent direction is parallel to the xz-plane and whose slit tangent is not parallel to the x-axis in the xz-plane can be defined as a vertical slit jet actuator.

[0054] For example, the longitudinal slit jet actuator can be mainly located in the streamlined side guide channel region, the transverse slit jet actuator can be mainly located in the streamlined tail region, and the vertical slit jet actuator can be mainly located in the lower obstacle removal region, and is not limited to these.

[0055] For the above operation S103, the initial jet angle traversal range of each initial jet exciter can be defined first according to the preset rules.

[0056] For example, the preset rules can be expressed as follows: controlling the initial longitudinal jet angle of the longitudinal slit jet exciter to deflect and change within a first preset plane, wherein the first preset plane represents a vertical plane orthogonal to the longitudinal direction of the train reference, i.e., the yz plane; controlling the initial transverse jet angle of the transverse slit jet exciter to deflect and change within a second preset plane, wherein the second preset plane represents a vertical plane parallel to the longitudinal direction of the train reference, i.e., the xz plane; and controlling the initial vertical jet angle of the vertical slit jet exciter to deflect and change within a second preset plane.

[0057] Corresponding to the above rules, the values ​​of each initial jet angle can be expressed as follows: within the range of 0°-180°, values ​​are traversed sequentially with an angle step of 5°, and are not limited to this.

[0058] It should be noted that the angle step size can be customized according to actual business needs, and is not limited to 5° as in the above embodiment.

[0059] By limiting the deflection range of the initial jet angle to a set plane defined by the vertical plane containing the train's axial / lateral direction through the above embodiments of this disclosure, the number of parameter combinations can be significantly reduced, effectively decreasing the amount of data in simulation calculations and wind tunnel tests. Simultaneously, by focusing on effective control dimensions and eliminating invalid angle conditions, both parameter selection efficiency and the degree of matching between the jet and the flow field can be improved.

[0060] To reduce the overall data size while still representing typical operating conditions, the aforementioned preset rules can also be expressed as follows: directly determining the specific deflection angle used for traversal for each initial jet angle. Specifically, the jet angles that can be traversed at each slit position can be configured to be 3 or 4.

[0061] Specifically, the initial longitudinal jet angle may include: a first angle (defined as 0°) parallel to the train reference lateral direction (along the y-axis) and pointing outwards from the car body; a second angle (defined as 90°) parallel to the train reference vertical direction (along the z-axis) and pointing outwards from the car body; and a third angle (slit normal direction) perpendicular to the car body surface where the longitudinal slit jet exciter is located. The initial lateral jet angle may include: a fourth angle (defined as 0°) parallel to the train reference longitudinal direction (along the x-axis) and pointing outwards from the car body; and a third angle (defined as 90°) parallel to the train reference vertical direction. The initial vertical jet angle can include: a second angle (defined as 90°) that is parallel to the longitudinal direction of the train reference (along the x-axis) and points outward from the car body; a fifth angle (slit normal direction) that is perpendicular to the car body surface where the transverse slit jet exciter is located and points outward from the car body; a sixth angle (slit normal direction) that is perpendicular to the car body surface where the vertical slit jet exciter is located and points outward from the car body.

[0062] In short, when selecting the initial jet angle, for a longitudinal slit jet actuator, the longitudinal initial jet angle can vary in the transverse section (yz plane). Typical longitudinal initial jet angles can include those along the y-axis (defined as angle 0°), along the z-axis (defined as angle 90°), and along the slit normal direction. For a transverse / vertical slit jet actuator, the transverse / vertical initial jet angle varies in the longitudinal section (xz plane). Typical transverse / vertical initial jet angles include those along the x-axis (defined as angle 0°), along the z-axis (defined as angle 90°), and along the slit normal direction.

[0063] To further consider the actual situation of initial jet exciters that are not completely parallel to the x / y / z axes in the corresponding plane, the above-mentioned preset rule can also be expressed as follows: based on the aforementioned specific deflection angle, a preset angle for traversal is added to the initial jet angle of this type of initial jet exciter.

[0064] Specifically, in the third set plane (xy plane), in response to detecting that the acute angle between the train reference longitudinal direction and the slit tangent direction of the longitudinal slit jet exciter is greater than a preset angle, a first initial jet angle is configured for the longitudinal slit jet exciter. The first initial jet angle represents the jet angle in the third set plane where the acute angle between the train reference longitudinal direction and the preset angle is the jet angle. The third set plane represents a horizontal plane parallel to the train reference longitudinal direction.

[0065] In the third set plane, in response to detecting that the acute angle between the train reference lateral direction and the slit tangent direction of the lateral slit jet exciter is greater than a preset angle, a second initial jet angle is configured for the lateral slit jet exciter, wherein the second initial jet angle represents the jet angle in the third set plane where the acute angle between the lateral direction and the train reference is the preset angle.

[0066] In the second set plane, in response to detecting that the acute angle between the train reference vertical direction and the slit tangent direction of the vertical slit jet exciter is greater than a preset angle, a third initial jet angle is configured for the vertical slit jet exciter, wherein the third initial jet angle represents the jet angle in the second set plane where the acute angle between the jet and the train reference vertical direction is the preset angle.

[0067] According to embodiments of this disclosure, the range of the preset angle can include 15°-30°. Specifically, the preset angle can be 15° / 20° / 25° / 30°, and is not limited to these values.

[0068] For example, if the acute angle between the slit tangent direction of the longitudinal slit jet actuator and the x-axis direction is 27° (on the boundary greater than 25°), then a jet direction with an acute angle of 25° to the x-axis direction can be added to the longitudinal slit jet actuator as a first initial jet angle that the longitudinal slit jet actuator can traverse.

[0069] Through the embodiments of this disclosure, specific directions such as lateral, vertical, normal, and / or oblique with a set angle are defined for each jet actuator, constructing jet angles for traversal. This can regulate the traversal dimension of jet angles and avoid irregular full-space traversal. It effectively reduces the number of parameter iterations and lowers simulation and experimental calculation costs. Simultaneously, it focuses on key directions for flow field control, improving the targeting and efficiency of angle selection, and providing reliable parameter support for the optimal layout of jet actuators.

[0070] Furthermore, for the above operation S103, the initial jet rate traversal range of each initial jet exciter can be further defined according to preset rules.

[0071] According to embodiments of this disclosure, the preset rules may further include: determining the train speed of the simulated train based on simulated aerodynamic conditions; and determining the initial jet speed based on the train speed and a preset dimensionless jet speed, wherein the dimensionless jet speed characterizes the ratio of the jet speed to the train speed.

[0072] According to embodiments of this disclosure, the preset range of the dimensionless jet velocity may include 0.2-4.0. This range is not limited to this; in practical applications, it can be customized and adjusted according to business needs.

[0073] For example, the initial jet velocity can be set from small to large according to dimensionless jet velocities of 0.2, 0.4, 0.6, ..., 2.0. If the aerodynamic drag decreases at two consecutive initial jet velocities, then further increasing the dimensionless jet velocity should be stopped. If the aerodynamic drag continues to decrease with the increase of the dimensionless jet velocity, then the maximum value of the dimensionless jet velocity can be further increased to 4.0.

[0074] Through the embodiments of this disclosure, the traversal rate of the jet exciter is limited by the dimensionless jet velocity, thus overcoming the limitations of actual operating conditions and enhancing parameter versatility and adaptability to operating conditions. It standardizes the rate selection logic, reduces blind trial calculations, and significantly lowers the workload of simulation experiments. Simultaneously, it facilitates horizontal comparison of results under different train models and operating conditions, enabling rapid selection of the optimal jet velocity scheme.

[0075] After determining the initial jet angle traversal range and the initial jet velocity traversal range based on the above preset rules, the jet drag reduction rate corresponding to each initial jet angle + initial jet velocity can be obtained by traversal, thereby enabling the above operation S104 to be performed.

[0076] According to an embodiment of this disclosure, the above operation S104 may include: recording the mapping relationship between the jet drag reduction rate and the jet aerodynamic control parameters, wherein the jet aerodynamic control parameters include: initial layout position, initial jet velocity, and operating condition parameters of the simulated aerodynamic condition; determining the target jet aerodynamic control parameters that satisfy the second preset condition based on the mapping relationship; and determining the target layout position and target jet velocity of the target jet exciter to be laid out for the target train under the target aerodynamic condition based on the target jet aerodynamic control parameters.

[0077] According to embodiments of this disclosure, the second preset condition may include: the jet drag reduction rate is greater than 0, and may not be limited to this.

[0078] Taking the drag reduction of the tail jet of a high-speed maglev train as an example, an initial jet array was arranged at 93 characteristic positions on the streamlined tail. The initial jet angle at each jet position was no more than 4, and a total of 223 initial jet exciters were arranged. The drag reduction effect of different jet exciter arrangements was tested using wind tunnel testing. It was found that 11 jet positions (named Si, i=1,2,...,11) and 15 jet arrangements could produce drag reduction effects, with a maximum drag reduction of 6.9% and a maximum net energy saving of 3.8%.

[0079] Figure 4 A schematic diagram illustrating the layout scheme of the target jet exciter obtained according to an embodiment of the present disclosure is shown for illustrative purposes.

[0080] like Figure 4 As shown, S1, S2, S3, S4, and S5 illustrate the layout results of the target jet exciter determined based on the above-described jet exciter layout method for trains.

[0081] The layout effect of multiple target jet exciters, such as S1 to S11, determined based on the above method is briefly described below with experimental data.

[0082] Figure 5A A line graph illustrating the variation of jet drag reduction rate with dimensionless jet velocity according to an embodiment of the present disclosure is shown.

[0083] Figure 5B A line graph illustrating the second type of variation of jet drag reduction rate with dimensionless jet velocity according to an embodiment of the present disclosure is shown.

[0084] like Figure 5A and Figure 5B The diagram illustrates the influence of key control parameters such as jet angle θ and dimensionless jet velocity BR on the jet drag reduction ratio DR. The dimensionless jet velocity BR is defined as jet velocity / train speed; the jet drag reduction ratio DR is defined as (aerodynamic drag without control - aerodynamic drag with control) / aerodynamic drag without control. All jet configurations with drag reduction effects can be divided into two categories: one type... Figure 5A As shown, the jet drag reduction rate generally increases with increasing dimensionless jet velocity. Another type... Figure 5B As shown, the jet drag reduction rate generally increases and then decreases with the increase of dimensionless jet velocity, and may even increase drag.

[0085] In actual implementation, it can also be combined with, for example Figure 5A and Figure 5B The rent reduction effect shown further determines the layout of the target jet exciter.

[0086] Figure 6AThe diagram illustrates the effect of jet control on wake stability according to an embodiment of the present disclosure.

[0087] Figure 6B The diagram illustrates the effect of jet control on wake stability according to an embodiment of the present disclosure.

[0088] like Figure 6A and Figure 6B As shown, the changes in wake stability before and after jet control at points S6 and S7 are illustrated. It can be seen that when air is blown along the flow direction at point S6 and tangentially along the wall at point S7, the momentum of the fluid near the wall is enhanced, causing the two opposing swirling backflow zones at the tip of the jet to disappear when uncontrolled, thus improving wake stability.

[0089] According to embodiments of this disclosure, after determining the layout of the target jet exciter based on the above method, a combined jet artificial intelligence control scheme can also be constructed. By selecting a layout of the target jet exciter with drag reduction effect, a train combined jet excitation system is constructed. The artificial intelligence flow control platform efficiently and intelligently coordinates the jet control parameters at different jet positions. Combined with an objective function adapted to corresponding business requirements, the jet control parameters under different jet layouts are optimized, further achieving better drag reduction and energy-saving effects.

[0090] Figure 7 A block diagram of a jet exciter layout device for a train according to an embodiment of the present disclosure is shown schematically.

[0091] like Figure 7 As shown, the jet exciter layout device 700 for trains includes a train external flow field characteristic quantity acquisition module 710, an initial layout position determination module 720, a jet drag reduction rate determination module 730, and a target jet exciter layout module 740.

[0092] The external flow field characteristic quantity acquisition module 710 is used to acquire the external flow field characteristic quantities of the simulated train under simulated aerodynamic conditions.

[0093] The initial layout position determination module 720 is used to determine the initial layout position of the initial jet exciter to be laid out for the simulated train based on the characteristics of the external flow field of the train.

[0094] The jet drag reduction ratio determination module 730 is used to determine multiple jet drag reduction ratios generated by the initial jet exciter under simulated aerodynamic conditions, based on the initial layout position of the initial jet exciter on the simulated train and multiple preset initial jet velocities, when the initial jet exciter has been deployed on the simulated train based on the initial layout position. The initial jet velocity includes the initial jet rate and the initial jet angle.

[0095] The target jet exciter layout module 740 is used to determine the target layout position and target jet velocity of the target jet exciter to be laid out for the simulated train based on multiple jet drag reduction rates.

[0096] According to embodiments of this disclosure, the external flow field characteristics of the train include negative pressure values. The initial layout position determination module includes a negative pressure value detection unit.

[0097] The negative pressure detection unit is used to determine the first characteristic position of the simulated train corresponding to the negative pressure value that meets the first preset condition as the initial layout position in response to the detection that the negative pressure value meets the first preset condition.

[0098] According to embodiments of this disclosure, the external flow field characteristics of the train include aerodynamic vortex structures. The initial layout position determination module includes an aerodynamic vortex structure detection unit.

[0099] The aerodynamic vortex structure detection unit is used to determine the second characteristic position of the simulated train corresponding to the aerodynamic vortex structure as the initial layout position in response to the detection of the aerodynamic vortex structure.

[0100] According to embodiments of this disclosure, the jet exciter layout device for a train further includes a longitudinal initial jet angle deflection control module, a lateral initial jet angle deflection control module, and a vertical initial jet angle deflection control module.

[0101] The longitudinal initial jet angle deflection control module is used to control the longitudinal initial jet angle of the longitudinal slit jet exciter to deflect and change within a first set plane, wherein the first set plane represents a vertical plane orthogonal to the longitudinal direction of the train reference.

[0102] The lateral initial jet angle deflection control module is used to control the lateral initial jet angle of the lateral slit jet exciter to deflect and change within a second set plane, wherein the second set plane represents a vertical plane parallel to the longitudinal direction of the train reference.

[0103] The vertical initial jet angle deflection control module is used to control the deflection change of the vertical initial jet angle of the vertical slit jet exciter within a second set plane.

[0104] According to embodiments of this disclosure, the jet exciter layout device for a train further includes a first initial jet angle configuration module.

[0105] The first initial jet angle configuration module is used to configure a first initial jet angle for the longitudinal slit jet exciter in a third set plane in response to detecting that the acute angle between the train reference longitudinal direction and the slit tangent direction of the longitudinal slit jet exciter is greater than a preset angle. The first initial jet angle represents the jet angle in the third set plane where the acute angle between the jet angle and the train reference longitudinal direction is a preset angle. The third set plane represents a horizontal plane parallel to the train reference longitudinal direction.

[0106] According to embodiments of this disclosure, the jet exciter layout device for a train further includes a second initial jet angle configuration module.

[0107] The second initial jet angle configuration module is used to configure a second initial jet angle for the transverse slit jet exciter in the third set plane in response to detecting that the acute angle between the train reference lateral direction and the slit tangent direction of the transverse slit jet exciter is greater than a preset angle. The second initial jet angle represents the jet angle in the third set plane where the acute angle between the jet angle and the train reference lateral direction is a preset angle.

[0108] According to embodiments of this disclosure, the jet exciter layout device for a train further includes a third initial jet angle configuration module.

[0109] The third initial jet angle configuration module is used to configure a third initial jet angle for the vertical slit jet exciter in the second set plane in response to detecting that the acute angle between the train reference vertical direction and the slit tangent direction of the vertical slit jet exciter is greater than a preset angle. The third initial jet angle represents the jet angle in the second set plane where the acute angle between the jet angle and the train reference vertical direction is a preset angle.

[0110] According to embodiments of this disclosure, the jet exciter layout device for a train further includes a train travel speed determination module and an initial jet speed determination module.

[0111] The train speed determination module is used to determine the train speed of the simulated train based on the simulated aerodynamic conditions.

[0112] The initial jet velocity determination module is used to determine the initial jet velocity based on the train travel speed and the preset dimensionless jet velocity, wherein the dimensionless jet velocity represents the ratio of the jet velocity to the train travel speed.

[0113] According to embodiments of this disclosure, the target jet exciter layout module includes a mapping relationship recording unit, a target jet aerodynamic control parameter determination unit, and a target jet exciter layout unit.

[0114] The mapping relationship recording unit is used to record the mapping relationship between the jet drag reduction rate and the jet aerodynamic control parameters. The jet aerodynamic control parameters include: initial layout position, initial jet velocity, and operating parameters of simulated aerodynamic conditions.

[0115] The target jet aerodynamic control parameter determination unit is used to determine the target jet aerodynamic control parameters that satisfy the second preset condition based on the mapping relationship.

[0116] The target jet exciter layout unit is used to determine the target layout position and target jet velocity of the target jet exciter to be placed for the target train under the target aerodynamic conditions, based on the target jet aerodynamic control parameters.

[0117] Any one or more of the modules or units according to embodiments of this disclosure, or at least part of the functions of any one or more of them, can be implemented in one module. Any one or more of the modules or units according to embodiments of this disclosure can be implemented by dividing them into multiple modules. Any one or more of the modules or units according to embodiments of this disclosure can be at least partially implemented as hardware circuitry, such as a Field-Programmable Gate Array (FPGA), a Programmable Logic Array (PLA), a System-on-Chip, a System-on-Substrate, a System-on-Package, an Application-Specific Integrated Circuit (ASIC), or implemented by hardware or firmware in any other reasonable manner by integrating or packaging the circuitry, or implemented in any one of software, hardware, and firmware, or in a suitable combination of any of these. Alternatively, one or more of the modules or units according to embodiments of this disclosure can be at least partially implemented as computer program modules, which, when run, can perform corresponding functions.

[0118] For example, any plurality of the train external flow field characteristic quantity acquisition module 710, initial layout position determination module 720, jet drag reduction ratio determination module 730, and target jet exciter layout module 740 can be combined into one module / unit, or any one of these modules / units can be split into multiple modules / units. Alternatively, at least part of the functionality of one or more of these modules / units can be combined with at least part of the functionality of other modules / units and implemented in one module / unit. According to embodiments of this disclosure, at least one of the train external flow field characteristic quantity acquisition module 710, initial layout position determination module 720, jet drag reduction ratio determination module 730, and target jet exciter layout module 740 can be at least partially implemented as hardware circuitry, such as field-programmable gate array (FPGA), programmable logic array (PLA), system-on-a-chip, system-on-a-substrate, system-on-package, application-specific integrated circuit (ASIC), or any other reasonable means of integrating or packaging the circuitry, or implemented in any one of software, hardware, and firmware methods, or in a suitable combination of any of these methods. Alternatively, at least one of the following modules can be implemented, at least partially, as a computer program module: the train external flow field characteristic quantity acquisition module 710, the initial layout position determination module 720, the jet drag reduction ratio determination module 730, and the target jet exciter layout module 740. When the computer program module is run, it can perform the corresponding function.

[0119] It should be noted that the jet exciter layout device part for trains in the embodiments of this disclosure corresponds to the jet exciter layout method part for trains in the embodiments of this disclosure. For a detailed description of the jet exciter layout device part for trains, please refer to the jet exciter layout method part for trains, which will not be repeated here.

[0120] Figure 8 A block diagram of an electronic device suitable for implementing the jet exciter layout method for trains according to an embodiment of the present disclosure is shown schematically. Figure 8 The electronic device shown is merely an example and should not be construed as limiting the functionality and scope of the embodiments disclosed herein.

[0121] like Figure 8As shown, an electronic device 800 according to an embodiment of this disclosure includes a processor 801, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 802 or a program loaded from a storage portion 808 into a random access memory (RAM) 803. The processor 801 may include, for example, a general-purpose microprocessor (e.g., a CPU), an instruction set processor and / or an associated chipset and / or a special-purpose microprocessor (e.g., an application-specific integrated circuit (ASIC)), etc. The processor 801 may also include onboard memory for caching purposes. The processor 801 may include a single processing unit or multiple processing units for performing different actions of the method flow according to an embodiment of this disclosure.

[0122] RAM 803 stores various programs and data required for the operation of electronic device 800. Processor 801, ROM 802, and RAM 803 are interconnected via bus 804. Processor 801 performs various operations of the method flow according to embodiments of the present disclosure by executing programs in ROM 802 and / or RAM 803. It should be noted that the programs may also be stored in one or more memories other than ROM 802 and RAM 803. Processor 801 may also perform various operations of the method flow according to embodiments of the present disclosure by executing programs stored in said one or more memories.

[0123] According to embodiments of this disclosure, the electronic device 800 may further include an input / output (I / O) interface 805, which is also connected to a bus 804. The electronic device 800 may also include one or more of the following components connected to the input / output (I / O) interface 805: an input section 806 including a keyboard, mouse, etc.; an output section 807 including a cathode ray tube (CRT), liquid crystal display (LCD), etc., and a speaker, etc.; a storage section 808 including a hard disk, etc.; and a communication section 809 including a network interface card such as a LAN card, modem, etc. The communication section 809 performs communication processing via a network such as the Internet. A drive 810 is also connected to the input / output (I / O) interface 805 as needed. A removable medium 811, such as a disk, optical disk, magneto-optical disk, semiconductor memory, etc., is installed on the drive 810 as needed so that computer programs read from it can be installed into the storage section 808 as needed.

[0124] According to embodiments of this disclosure, the method flow according to embodiments of this disclosure can be implemented as a computer software program. For example, embodiments of this disclosure include a computer program product comprising a computer program carried on a computer-readable storage medium, the computer program containing program code for performing the methods shown in the flowchart. In such embodiments, the computer program can be downloaded and installed from a network via communication section 809, and / or installed from removable medium 811. When the computer program is executed by processor 801, it performs the functions defined in the system of embodiments of this disclosure. According to embodiments of this disclosure, the systems, devices, apparatuses, modules, units, etc., described above can be implemented by computer program modules.

[0125] This disclosure also provides a computer-readable storage medium, which may be included in the device / apparatus / system described in the above embodiments; or it may exist independently and not assembled into the device / apparatus / system. The computer-readable storage medium carries one or more programs that, when executed, implement the jet exciter layout method for a train according to embodiments of this disclosure.

[0126] According to embodiments of this disclosure, the computer-readable storage medium can be a non-volatile computer-readable storage medium. Examples include, but are not limited to: portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this disclosure, the computer-readable storage medium can be any tangible medium that contains or stores a program that can be used by or in conjunction with an instruction execution system, apparatus, or device.

[0127] For example, according to embodiments of this disclosure, a computer-readable storage medium may include the ROM 802 and / or RAM 803 described above and / or one or more memories other than ROM 802 and RAM 803.

[0128] Embodiments of this disclosure also include a computer program product comprising a computer program containing program code for performing the methods provided in the embodiments of this disclosure. When the computer program product is run on an electronic device, the program code is used to enable the electronic device to implement the jet exciter layout method for trains provided in the embodiments of this disclosure.

[0129] When the computer program is executed by the processor 801, it performs the functions defined in the system / apparatus of this disclosure embodiments. According to embodiments of this disclosure, the systems, apparatuses, modules, units, etc., described above can be implemented by computer program modules.

[0130] In one embodiment, the computer program may rely on a tangible storage medium such as an optical storage device or a magnetic storage device. In another embodiment, the computer program may also be transmitted and distributed in the form of signals over a network medium, and may be downloaded and installed via the communication section 809, and / or installed from a removable medium 811. The program code contained in the computer program can be transmitted using any suitable network medium, including but not limited to: wireless, wired, etc., or any suitable combination thereof.

[0131] According to embodiments of this disclosure, program code for executing the computer programs provided in embodiments of this disclosure can be written in any combination of one or more programming languages. Specifically, these computational programs can be implemented using high-level procedural and / or object-oriented programming languages, and / or assembly / machine languages. Programming languages ​​include, but are not limited to, languages ​​such as Java, C++, Python, "C", or similar programming languages. The program code can execute entirely on a user's computing device, partially on a user's device, partially on a remote computing device, or entirely on a remote computing device or server. In cases involving remote computing devices, the remote computing device can be connected to the user's computing device via any type of network, including a local area network (LAN) or a wide area network (WAN), or it can be connected to an external computing device (e.g., via the Internet using an Internet service provider).

[0132] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the present disclosure. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram or flowchart, and combinations of blocks in a block diagram or flowchart, may be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions. Those skilled in the art will understand that the features described in the various embodiments of the present disclosure can be combined and / or combined in various ways, even if such combinations are not explicitly described in the present disclosure. In particular, the features described in the various embodiments of this disclosure can be combined and / or combined in various ways without departing from the spirit and teachings of this disclosure. All such combinations and / or combinations fall within the scope of this disclosure.

[0133] The embodiments of this disclosure have been described above. However, these embodiments are for illustrative purposes only and are not intended to limit the scope of this disclosure. Although various embodiments have been described above, this does not mean that the measures in the various embodiments cannot be used advantageously in combination. Various substitutions and modifications can be made by those skilled in the art without departing from the scope of this disclosure, and all such substitutions and modifications should fall within the scope of this disclosure.

Claims

1. A method for arranging a jet exciter for a train, comprising: Obtain the characteristic quantities of the external flow field of the simulated train under simulated aerodynamic conditions; Based on the external flow field characteristics of the train, determine the initial layout position of the initial jet exciter to be deployed for the simulated train; Given that the initial jet exciter has been deployed on the simulated train based on the initial layout position, the initial jet exciter determines multiple jet drag reduction rates generated by the initial jet exciter under the simulated aerodynamic conditions based on the initial layout position of the initial jet exciter on the simulated train and multiple preset initial jet velocities, wherein the initial jet velocity includes the initial jet rate and the initial jet angle. Based on the multiple jet drag reduction rates, the target layout position and target jet velocity of the target jet exciter to be deployed for the simulated train are determined.

2. The method according to claim 1, wherein, The external flow field characteristics of the train include negative pressure values; determining the initial placement position of the initial jet exciter for the simulated train based on the external flow field characteristics includes: In response to detecting that the negative pressure value meets a first preset condition, the first characteristic position of the simulated train corresponding to the negative pressure value that meets the first preset condition is determined as the initial layout position.

3. The method according to claim 1, wherein, The external flow field characteristics of the train include aerodynamic vortex structures; determining the initial layout position of the initial jet exciter for the simulated train based on the external flow field characteristics includes: In response to the detection of an aerodynamic vortex structure, the second characteristic position of the simulated train corresponding to the aerodynamic vortex structure is determined as the initial layout position.

4. The method according to claim 1, wherein, The initial jet exciter includes at least one of the following: a longitudinal slit jet exciter based on the longitudinal direction of the train reference, a transverse slit jet exciter based on the transverse direction of the train reference, and a vertical slit jet exciter based on the vertical direction of the train reference. The method further includes: The longitudinal initial jet angle of the longitudinal slit jet exciter is controlled to deflect and change within a first set plane, wherein the first set plane represents a vertical plane orthogonal to the train reference longitudinal direction; The transverse initial jet angle of the transverse slit jet exciter is controlled to deflect within a second set plane, wherein the second set plane represents a vertical plane parallel to the longitudinal direction of the train reference. The vertical initial jet angle of the vertical slit jet exciter is controlled to deflect and change within the second set plane.

5. The method according to claim 4, wherein, The initial longitudinal jet angle includes: a first angle that is parallel to the train reference lateral direction and points to the outside of the car body; a second angle that is parallel to the train reference vertical direction and points to the outside of the car body; and a third angle that is perpendicular to the car body surface where the longitudinal slit jet exciter is located and points to the outside of the car body. The initial lateral jet angle includes: a fourth angle that is parallel to the longitudinal direction of the train reference and points to the outside of the car body; a second angle that is parallel to the vertical direction of the train reference and points to the outside of the car body; and a fifth angle that is perpendicular to the car body surface where the lateral slit jet exciter is located and points to the outside of the car body. The initial vertical jet angle includes: a fourth angle that is parallel to the longitudinal direction of the train reference and points to the outside of the car body; a second angle that is parallel to the vertical direction of the train reference and points to the outside of the car body; and a sixth angle that is perpendicular to the surface of the car body where the vertical slit jet exciter is located and points to the outside of the car body.

6. The method according to claim 5, further comprising: In the third set plane, in response to detecting that the acute angle between the train reference longitudinal direction and the slit tangent direction of the longitudinal slit jet exciter is greater than a preset angle, a first initial jet angle is configured for the longitudinal slit jet exciter, wherein the first initial jet angle represents the jet angle in the third set plane where the acute angle between the jet and the train reference longitudinal direction is the preset angle, and the third set plane represents a horizontal plane parallel to the train reference longitudinal direction.

7. The method according to claim 5, further comprising: In the third set plane, in response to detecting that the acute angle between the train reference lateral direction and the slit tangent direction of the lateral slit jet exciter is greater than a preset angle, a second initial jet angle is configured for the lateral slit jet exciter, wherein the second initial jet angle represents the jet angle in the third set plane where the acute angle between the jet and the train reference lateral direction is the preset angle.

8. The method according to claim 5, further comprising: In the second set plane, in response to detecting that the acute angle between the train reference vertical direction and the slit tangent direction of the vertical slit jet exciter is greater than a preset angle, a third initial jet angle is configured for the vertical slit jet exciter, wherein the third initial jet angle represents the jet angle in the second set plane where the acute angle between the jet and the train reference vertical direction is the preset angle.

9. The method according to any one of claims 6-8, wherein, The preset angle ranges from 15° to 30°.

10. The method according to claim 1, further comprising: Based on the simulated aerodynamic conditions, the train speed of the simulated train is determined; The initial jet velocity is determined based on the train's travel speed and a preset dimensionless jet velocity, wherein the dimensionless jet velocity represents the ratio of the jet velocity to the train's travel speed.

11. The method according to claim 10, wherein, The preset dimensionless jet velocity ranges from 0.2 to 4.

0.

12. The method according to claim 1, wherein, The step of determining the target placement position and target jet velocity of the target jet exciter for the simulated train based on the multiple jet drag reduction ratios includes: Record the mapping relationship between the jet drag reduction rate and the jet aerodynamic control parameters, wherein the jet aerodynamic control parameters include: the initial layout position, the initial jet velocity, and the operating parameters of the simulated aerodynamic conditions; Based on the mapping relationship, the target jet aerodynamic control parameters that satisfy the second preset condition for jet drag reduction rate are determined; Based on the target jet aerodynamic control parameters, determine the target layout position and target jet velocity of the target jet exciter to be placed for the target train under the target aerodynamic conditions.

13. A jet exciter layout device for a train, comprising: The train external flow field characteristic quantity acquisition module is used to acquire the train external flow field characteristic quantities under simulated aerodynamic conditions. The initial layout position determination module is used to determine the initial layout position of the initial jet exciter to be laid out for the simulated train based on the external flow field characteristics of the train. The jet drag reduction ratio determination module is used to determine multiple jet drag reduction ratios generated by the initial jet actuator under the simulated aerodynamic conditions, based on the initial layout position of the initial jet actuator on the simulated train and multiple preset initial jet velocities, when the initial jet actuator has been deployed on the simulated train based on the initial layout position. The initial jet velocity includes the initial jet rate and the initial jet angle. The target jet exciter layout module is used to determine the target layout position and target jet velocity of the target jet exciter to be laid out for the simulated train based on the multiple jet drag reduction rates.

14. A train, comprising: The train body is equipped with jet exciters, the arrangement of which is determined based on the method described in any one of claims 1-12.

Images