CN112129484A - Method for testing head pressure loss coefficient of high-speed train dynamic model test - Google Patents
Method for testing head pressure loss coefficient of high-speed train dynamic model test Download PDFInfo
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- CN112129484A CN112129484A CN202011083824.1A CN202011083824A CN112129484A CN 112129484 A CN112129484 A CN 112129484A CN 202011083824 A CN202011083824 A CN 202011083824A CN 112129484 A CN112129484 A CN 112129484A
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- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M9/00—Aerodynamic testing; Arrangements in or on wind tunnels
- G01M9/06—Measuring arrangements specially adapted for aerodynamic testing
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M17/00—Testing of vehicles
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M9/00—Aerodynamic testing; Arrangements in or on wind tunnels
- G01M9/08—Aerodynamic models
Abstract
The invention discloses a method for testing head pressure loss coefficient of a high-speed train dynamic model test, which comprises the following steps: s3: performing a dynamic model test of the model train, and acquiring pressure data and acceleration data of the head of the model train from a data acquisition device; s4: drawing a pressure course curve according to the pressure data of the model train head; reading the maximum pressure value from the pressure course curve, and recording the maximum pressure value as delta pI(ii) a S5: according to the maximum pressure value Δ pIAt the same moment, the acceleration data obtained from the data acquisition device is processed to obtain a model train running speed value at the corresponding moment, and the model train running speed value is recorded as VTR(ii) a S6: according to the model train running speed value VTRCalculating to obtain a model train Mach number M; s7: dividing delta p according to model train Mach number MIConverted to obtain converted pressureForce value, recorded as Δ pN(ii) a S8: according to the Mach number M of the model train and the converted pressure value delta pNModel train running speed value VTRObtaining the pressure loss coefficient zeta of the vehicle headN。
Description
Technical Field
The invention relates to the field of railway rolling stock, tunnel construction, subway construction and other vehicle and underground engineering construction, in particular to a method for testing head pressure loss coefficient of a high-speed train dynamic model test.
Background
The head pressure loss coefficient of the high-speed train has important influence on the pneumatic effects such as initial compression waves, maximum pneumatic load, air resistance, hole micro-pressure waves and the like. Therefore, the determination of the locomotive pressure loss coefficient has important significance for research urgency and practical engineering requirements.
The method for researching the aerodynamics of the high-speed train mainly comprises theoretical analysis, numerical simulation, real train test and dynamic model test. Both theoretical analysis and numerical simulation are used for the research of the aerodynamic effect, wherein the locomotive pressure loss coefficient is used. Different train head types have different train head pressure loss coefficients, and meanwhile, the train head pressure loss coefficients are different when the train operates in an open line and a tunnel respectively. Through the dynamic model test, the pressure loss coefficients of the model train head can be accurately measured when different train head types, open lines and tunnels operate respectively, so that the optimal train head type and the numerical value of the pressure loss coefficient of the train head under different working conditions can be determined. Therefore, the number of working conditions required to be calculated in theoretical analysis and numerical simulation calculation is reduced, a large amount of manpower and material resources are saved, and meanwhile, vehicle and tunnel design parameters can be efficiently provided for vehicle factories and design units. Therefore, the method for testing the head pressure loss coefficient of the high-speed train dynamic model test has good research and practical values. But at present, no method for testing the head pressure loss coefficient of the high-speed train dynamic model test is available at home and abroad.
Disclosure of Invention
The invention aims to solve the technical problem that no method for testing the pressure loss coefficient of the locomotive of the high-speed train dynamic model test exists at home and abroad at present, and aims to provide a method for testing the pressure loss coefficient of the locomotive of the high-speed train dynamic model test to solve the problems.
The invention is realized by the following technical scheme:
a method for testing the head pressure loss coefficient of a high-speed train dynamic model test comprises the following steps:
s1: arranging a pressure sensor in the nose tip area of the model train head, and connecting the pressure sensor with a data acquisition device arranged in the model train to obtain pressure data of the model train head;
s2: an accelerometer is arranged in the model train and is connected with a data acquisition device to obtain acceleration data;
s3: performing a dynamic model test of the model train, and acquiring pressure data and acceleration data of the head of the model train from a data acquisition device;
s4: drawing a pressure course curve according to the pressure data of the model train head; reading the maximum pressure value from the pressure course curve, and recording the maximum pressure value as delta pI；
S5: according to the maximum pressure value Δ pIAt the same moment, the acceleration data obtained from the data acquisition device is processed to obtain the model train running speed value at the corresponding moment,is marked as VTR；
The acceleration data is processed specifically as follows: obtaining acceleration data through a data acquisition device, drawing a curve of the acceleration along with the change of time, and calculating the integral of the acceleration in a period of time to the time through data acquisition software, namely the speed V in the short timeTR。
S6: according to the model train running speed value VTRCalculating to obtain a model train Mach number M;
s7: dividing delta p according to model train Mach number MIConverting to obtain a converted pressure value, and recording as delta pN；
S8: according to the Mach number M of the model train and the converted pressure value delta pNModel train running speed value VTRObtaining the pressure loss coefficient zeta of the vehicle headN。
Further, in the method for testing the pressure loss coefficient of the locomotive of the high-speed train dynamic model test, the calculation formula of the model train mach number M in the step S6 is as follows:
in the formula, aAIs the speed of sound in the atmosphere, VTRThe model train running speed value is obtained;
the formula of the sound velocity in the atmosphere is as follows:
further, in a method for testing a head pressure loss coefficient of a high-speed train dynamic model test, in step S7, a coefficient is defined
Converted pressure value Δ pNThe calculation formula of (a) is as follows:
where M is the model train Mach number, Δ pIIs the maximum pressure value, Δ pNConverted pressure values.
Further, a method for testing the pressure loss coefficient of the locomotive of the high-speed train dynamic model test, where step S8 is to determine the pressure loss coefficient ζ of the locomotiveNThe calculation formula of (a) is as follows:
in the formula, pAIs atmospheric pressure, kappa is the air specific heat ratio, beta is the tunnel blockage ratio, rhoAIs the density of air, aAIs the speed of sound in the atmosphere, VTRThe model train running speed value is obtained.
The present invention uses the calculated vehicle head pressure loss coefficient ζNThe train head pressure curve is obtained by using a single-dimensional tunnel pressure wave calculation program in cooperation with the train surface friction coefficient, the train tail pressure loss coefficient and the tunnel surface friction coefficient, and is compared with a test to verify the train head pressure loss curve.
Compared with the prior art, the invention has the following advantages and beneficial effects:
the method can accurately measure the pressure loss coefficients of the model train heads when different train head types, open lines and tunnels operate respectively, thereby determining the optimal train head type and the value of the pressure loss coefficient of the train heads under different working conditions. Therefore, the number of working conditions required to be calculated in theoretical analysis and numerical simulation calculation is reduced, a large amount of manpower and material resources are saved, and meanwhile, vehicle and tunnel design parameters can be efficiently provided for vehicle factories and design units.
Drawings
The accompanying drawings, which are included to provide a further understanding of the embodiments of the invention and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the invention and together with the description serve to explain the principles of the invention. In the drawings:
fig. 1 is a comparison graph of the result of applying the calculated front pressure loss coefficient of the present invention to the front pressure calculation and the actual measurement result.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is further described in detail below with reference to examples and accompanying drawings, and the exemplary embodiments and descriptions thereof are only used for explaining the present invention and are not meant to limit the present invention.
Example (b):
a method for testing the head pressure loss coefficient of a high-speed train dynamic model test comprises the following steps:
s1: arranging a pressure sensor in the nose tip area of the model train head, and connecting the pressure sensor with a data acquisition device arranged in the model train to obtain pressure data of the model train head;
s2: an accelerometer is arranged in the model train and is connected with a data acquisition device to obtain acceleration data;
s3: performing a dynamic model test of the model train, and acquiring pressure data and acceleration data of the head of the model train from a data acquisition device;
s4: drawing a pressure course curve according to the pressure data of the model train head; reading the maximum pressure value from the pressure course curve, and recording the maximum pressure value as delta pI；
S5: according to the maximum pressure value Δ pIAt the same moment, the acceleration data obtained from the data acquisition device is processed to obtain a model train running speed value at the corresponding moment, and the model train running speed value is recorded as VTR；
S6: according to the model train running speed value VTRCalculating to obtain a model train Mach number M;
s7: dividing delta p according to model train Mach number MIConverting to obtain a converted pressure value, and recording as delta pN；
S8: according to the Mach number M of the model train and the converted pressure value delta pNModel train running speed value VTRObtaining the pressure loss coefficient zeta of the vehicle headN。
Further, in the method for testing the pressure loss coefficient of the locomotive of the high-speed train dynamic model test, the calculation formula of the model train mach number M in the step S6 is as follows:
in the formula, aAIs the speed of sound in the atmosphere, VTRThe model train running speed value is obtained;
the formula of the sound velocity in the atmosphere is as follows:
further, in a method for testing a head pressure loss coefficient of a high-speed train dynamic model test, in step S7, a coefficient is defined
Converted pressure value Δ pNThe calculation formula of (a) is as follows:
where M is the model train Mach number, Δ pIIs the maximum pressure value, Δ pNConverted pressure values.
Further, a method for testing the pressure loss coefficient of the locomotive of the high-speed train dynamic model test, where step S8 is to determine the pressure loss coefficient ζ of the locomotiveNThe calculation formula of (a) is as follows:
in the formula, pAIs atmospheric pressure, kappa is the air specific heat ratio, beta is the tunnel blockage ratio, rhoAIs the density of air, aAIs the speed of sound in the atmosphere, VTRFor model train runningThe speed value.
In the example, the pressure gauge at point A in FIG. 1 is Δ pIThe value was 1666.38 Pa. The train speed is 330km/h, and the Mach number of the train speed is 0.27. Eta is 1.37 and Δ p is calculatedNIt was 2281.49 Pa. Substituting into a formula, and calculating to obtain a locomotive pressure loss coefficient zetaNIs 0.103.
The calculated curve in fig. 1 can be obtained by performing three-dimensional numerical simulation using the calculated head pressure loss coefficient of 0.103 and train calculation parameters (see table 1) obtained through data. As can be seen from FIG. 1, the numerical simulation result is well matched with the dynamic model test value, so that the method of the invention has good applicability and accuracy.
TABLE 1 three-dimensional numerical simulation software input parameters
The present invention uses the calculated vehicle head pressure loss coefficient ζNThe obtained locomotive pressure curve is compared and verified with a locomotive pressure curve of a dynamic model test in a three-dimensional numerical simulation calculation, and the locomotive pressure curve (namely a section 0-A in a red dotted line circle in the figure) in a short time when the head of the train enters the tunnel is only verified because the train surface friction coefficient, the train tail pressure loss coefficient and the tunnel surface friction coefficient cannot be determined by the method. Verification proves that the accuracy of the locomotive pressure loss coefficient calculated by using the method is high.
The above-mentioned embodiments are intended to illustrate the objects, technical solutions and advantages of the present invention in further detail, and it should be understood that the above-mentioned embodiments are merely exemplary embodiments of the present invention, and are not intended to limit the scope of the present invention, and any modifications, equivalent substitutions, improvements and the like made within the spirit and principle of the present invention should be included in the scope of the present invention.
Claims (4)
1. A method for testing the head pressure loss coefficient of a high-speed train dynamic model test is characterized by comprising the following steps:
s1: arranging a pressure sensor in the nose tip area of the model train head, and connecting the pressure sensor with a data acquisition device arranged in the model train to obtain pressure data of the model train head;
s2: an accelerometer is arranged in the model train and is connected with a data acquisition device to obtain acceleration data;
s3: performing a dynamic model test of the model train, and acquiring pressure data and acceleration data of the head of the model train from a data acquisition device;
s4: drawing a pressure course curve according to the pressure data of the model train head; reading the maximum pressure value from the pressure course curve, and recording the maximum pressure value as delta pI；
S5: according to the maximum pressure value Δ pIAt the same moment, the acceleration data obtained from the data acquisition device is processed to obtain a model train running speed value at the corresponding moment, and the model train running speed value is recorded as VTR；
S6: according to the model train running speed value VTRCalculating to obtain a model train Mach number M;
s7: dividing delta p according to model train Mach number MIConverting to obtain a converted pressure value, and recording as delta pN；
S8: according to the Mach number M of the model train and the converted pressure value delta pNModel train running speed value VTRObtaining the pressure loss coefficient zeta of the vehicle headN。
2. The method for testing the pressure loss coefficient of the locomotive of the high-speed train dynamic model test according to claim 1, wherein the model train mach number M in the step S6 is calculated according to the following formula:
in the formula, aAIs the speed of sound in the atmosphere, VTRAs model train running speedA degree value;
the formula of the sound velocity in the atmosphere is as follows:
3. the method for testing the pressure loss coefficient of the locomotive of the high-speed train dynamic model test according to claim 1, wherein in the step S7, a coefficient is defined
Converted pressure value Δ pNThe calculation formula of (a) is as follows:
where M is the model train Mach number, Δ pIIs the maximum pressure value, Δ pNConverted pressure values.
4. The method for testing the pressure loss coefficient of the locomotive of the high-speed train dynamic model test as claimed in claim 1, wherein the pressure loss coefficient ζ of the locomotive of the step S8 isNThe calculation formula of (a) is as follows:
in the formula, pAIs atmospheric pressure, kappa is the air specific heat ratio, beta is the tunnel blockage ratio, rhoAIs the density of air, aAIs the speed of sound in the atmosphere, VTRThe model train running speed value is obtained.
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| US4537066A (en) * | 1982-11-10 | 1985-08-27 | Rolls-Royce Limited | Aeroengine test cells |
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Application publication date: 20201225 |