CN112818612A - Safety control measure determination method based on tunnel portal driving safety simulation research - Google Patents
Safety control measure determination method based on tunnel portal driving safety simulation research Download PDFInfo
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Abstract
The invention discloses a tunnel portal driving safety simulation research-based safety control measure determination method, which comprises the steps of determining a mechanical response and an environmental wind simulation method of a wind-driven vehicle at a tunnel portal of a highway, constructing a simulation calculation model according to the mechanical response and the environmental wind simulation method, analyzing aerodynamic force and safety state change rules of a single vehicle and double vehicles in a process of driving into the tunnel in parallel by adopting the simulation calculation model, establishing safety evaluation systems of various driving conditions according to the aerodynamic force and the safety state change rules, determining safety control measures of the tunnel portal of the highway according to the safety evaluation systems of various driving conditions, and obtaining safer and more accurate safety control measures. The method can solve the defect that environmental wind cannot be input in single driving simulation, and simultaneously provides a systematic improvement strategy for construction, management and maintenance based on a full life cycle thought, so that a reference and a problem overall solution thought is provided for the safety design of a newly-built project and the safety operation of an established project.
Description
Technical Field
The invention relates to the technical field of vehicle aerodynamics, in particular to a safety control measure determination method based on tunnel portal driving safety simulation research.
Background
The inside and outside of the tunnel are obviously different from the ordinary ground roads, bridge structures and the like in vision and environment, and the cylindrical structure can have certain influence on the vehicle motion response and the operation of a driver. The research on the statistical analysis of the tunnel accidents shows that the accident rate at the entrance and the exit of the tunnel is obviously higher than that in the middle of the tunnel. The proportion of traffic accidents at the entrance and the exit of the tunnel reaches nearly 90%, and the cause of the traffic accidents at the tunnel entrance is worth paying attention.
For some areas with wide range of operators and rich wind power resources, the highway sections have complex and changeable environments, and various hidden dangers generally exist in traffic safety in strong wind weather. However, the existing safety research is mostly focused on night or visible conditions such as rain, snow, fog and the like, and the research on wind-induced accidents is still deficient. Meanwhile, compared with a car, the influence and the consequence of a large-sized vehicle in strong wind are more serious. At the tunnel entrance, the air flow at the tunnel entrance is more violent in windy weather due to the limitation of the areas of the wall surface of the vehicle and the wall surface of the tunnel, air compression and the like, and the peripheral flow field of the vehicle is obviously changed, so that the safety of road transport vehicles is greatly influenced.
The running speed of automobiles is gradually improved along with the development of vehicle manufacturing and road construction technologies, and the research on vehicle aerodynamics under relatively complex working conditions in special environments is further concerned by people. The aerodynamic research of the vehicle mainly comprises two aspects of the characteristics of the outflowing field and the aerodynamic response of the vehicle, and the vehicle design and the driving safety evaluation are both based on the aerodynamic response of the vehicle. The static evaluation of the driving safety has two methods, namely, the static evaluation is carried out by obtaining the aerodynamic force of the automobile and then carrying out mechanical analysis and calculation, and the dynamic evaluation is carried out by multi-body dynamics analysis software. In the existing research method, aerodynamic response of a vehicle near a tunnel entrance under the action of crosswind has certain defects due to changes of peripheral environments of the vehicle and the fact that a tunnel cannot be modeled according to obstacles, and the accuracy of the determined safety control measures is low easily.
Disclosure of Invention
Aiming at the problems, the invention provides a safety control measure determination method based on tunnel entrance driving safety simulation research, which combines the computational fluid mechanics principle to carry out numerical simulation calculation on the driving of a vehicle in a certain range near the tunnel entrance to obtain the aerodynamic response of the vehicle, analyze the external flow field characteristics of the vehicle, evaluate the driving safety of the vehicle, provide a countermeasure for improving the driving safety, provide guidance for the design of road traffic safety and realize 'road smooth man and man'.
In order to achieve the purpose of the invention, the invention provides a method for determining safety control measures based on tunnel portal driving safety simulation research, which comprises the following steps:
s10, determining a mechanical response and environmental wind simulation method of the wind-driven vehicle at the tunnel entrance of the expressway;
s20, constructing a simulation calculation model according to the mechanical response and the environmental wind simulation method;
s30, analyzing aerodynamic force and safety state change rules of the single vehicle and the double vehicles in the process of driving into the tunnel in parallel by adopting a simulation calculation model;
s40, establishing a safety evaluation system of various driving conditions according to aerodynamic force and safety state change rules;
and S50, determining safety control measures of the tunnel portal of the expressway according to the safety evaluation systems of various driving conditions.
In one embodiment, the method for determining the mechanical response of the wind-driven vehicle at the highway tunnel entrance and simulating the environmental wind includes the following steps:
s11, determining aerodynamic force and aerodynamic moment corresponding to the tunnel portal of the expressway according to the self gravity, engine traction force, rolling resistance and air resistance of the vehicle in the driving process of the tunnel portal of the expressway;
and S12, analyzing the composition of the wind field at the tunnel entrance of the expressway, and dividing the wind field into natural wind and environmental wind according to sources.
In one embodiment, the step S20 of constructing the simulation calculation model according to the mechanical response and the environmental wind simulation method includes:
s21, selecting various vehicles as simulation objects, and modeling the vehicles by SolidWorks according to a mechanical response and environmental wind simulation method;
s22, determining a numerical calculation domain during modeling;
s23, dividing moving and static areas of the highway tunnel entrance vehicle movement by adopting a dynamic grid method;
s24, selecting a layer-laying method as a grid updating strategy according to the characteristic that the nodes in the dynamic grid of the dynamic and static areas change constantly so as to realize the transient simulation of the vehicle motion;
s25, setting boundary conditions for each boundary of the numerical calculation domain;
s26, determining an initial grid density state through simulation experience, carrying out simulation calculation under specific driving conditions to obtain simulation calculation results, respectively increasing and decreasing the grid density to obtain corresponding simulation calculation results, comparing the simulation calculation results and the change rules thereof, and taking the stable grid as a calculation grid when the simulation calculation results tend to be stable along with the increase of the grid density to obtain a simulation calculation model.
In one embodiment, the step S30 of analyzing the aerodynamic force and safety state change law of the single vehicle and the double vehicles running into the tunnel in parallel by using the simulation computation model includes:
s33, taking the tunnel portal end of the expressway as an original point, the driving direction as a positive direction and the distance x between the tail of the vehicle and the tunnel portal end as a reference value, reflecting the aerodynamic force and flow field changes of the vehicle through the relative distance of the vehicle entering the tunnel, analyzing simulation results, obtaining the mechanical response results and the outflowing field change results under each driving condition according to a mechanical response calculation formula and a turbulence standard k-epsilon model, analyzing the aerodynamic characteristics of the vehicle and analyzing the outflowing field, and obtaining the aerodynamic force and safety state change rules; wherein, automobile body length is L, and the value range of x includes: -2L, -1.5L, -L, 0.5L, 0, 0.5L, L, 1.5L and 2L.
In one embodiment, the step S40 of establishing a safety evaluation system for various driving conditions according to the aerodynamic force and the safety state change law includes:
s41, selecting four indexes of lateral deviation, yaw angular velocity, transverse force coefficient and tyre load deviation rate, and utilizing formula
Normalizing index parameter valuesWherein x isinorIs the normalized index value, xiFor the index value before normalization, XmaxIs xiMaximum value in the sequence, XminIs xiThe minimum value in the sequence;
s42, adopting aerodynamic force and safety state change rules when a vehicle drives into a tunnel under the action of a wind field, taking the aerodynamic force of the vehicle as condition input, carrying out simulation analysis, reflecting the combined action effect of wind and the tunnel by applying external force and moment, respectively monitoring a vehicle lateral offset value, a yaw angular velocity value, a transverse force evaluation value and a tire load offset rate evaluation value, respectively calculating four indexes, and obtaining a dynamic safety evaluation value in the process that the vehicle drives into the tunnel under each driving condition by carrying out unified processing on each index and applying an evaluation function; and establishing a safety evaluation system of various driving conditions according to the dynamic safety evaluation value of the vehicle in the process of driving into the tunnel under each driving condition.
According to the method for determining the safety control measures based on the tunnel portal driving safety simulation research, by determining the mechanical response and the environmental wind simulation method of the wind-driven vehicles at the tunnel portal of the expressway, constructing the simulation calculation model according to the mechanical response and the environmental wind simulation method, analyzing the aerodynamic force and safety state change rules of the single vehicle and the double vehicles in the process of driving into the tunnel in parallel by adopting the simulation calculation model, establishing safety evaluation systems of various driving conditions according to the aerodynamic force and safety state change rules, determining the safety control measures at the tunnel portal of the expressway according to the safety evaluation systems of various driving conditions, and obtaining safer and more accurate safety control measures. Compared with the prior art, the method focuses on the environmental wind generated by the change of the size of the outer watershed in the process of driving the vehicle into the tunnel, takes the effect of the wind field as an input factor in the driving simulation, carries out safety evaluation through continuous simulation without inputting the wind field in the driving simulation, and solves the defect that the environmental wind cannot be input in the single driving simulation. Meanwhile, based on the full life cycle idea, a systematic improvement strategy is provided for construction, management and maintenance, and a reference and problem overall solution idea is provided for the safety design of a newly-built project and the safety operation of an established project.
Drawings
Fig. 1 is a flowchart of a safety control measure determination method based on tunnel portal traffic safety simulation research according to an embodiment;
fig. 2 is a flowchart of a safety control measure determination method based on tunnel portal traffic safety simulation research according to another embodiment;
FIG. 3 is a schematic illustration of aerodynamic forces experienced by an automobile according to one embodiment;
FIG. 4 is a diagram illustrating the range of computation domains inside and outside a tunnel, according to an embodiment;
FIG. 5 is a schematic diagram of computational domain partitioning and interface types, according to an embodiment;
FIG. 6 is a schematic diagram illustrating the alignment of the inter faces of one embodiment before and after;
FIG. 7 is a schematic diagram of calculated result base control points according to one embodiment;
FIG. 8 is a basic flow diagram of numerical simulation of one embodiment;
FIG. 9 is a three lane tunnel profile of one embodiment.
Detailed Description
In order to make the objects, technical solutions and advantages of the present application more apparent, the present application is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present application and are not intended to limit the present application.
Reference herein to "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment can be included in at least one embodiment of the application. The appearances of the phrase in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. It is explicitly and implicitly understood by one skilled in the art that the embodiments described herein can be combined with other embodiments.
Referring to fig. 1, fig. 1 is a flowchart of a method for determining a safety control measure based on a tunnel portal driving safety simulation study, according to an embodiment, and includes the following steps:
and S10, determining a mechanical response and environmental wind simulation method of the wind-driven vehicle at the tunnel entrance of the expressway.
And S20, constructing a simulation calculation model according to the mechanical response and the environmental wind simulation method.
And S30, analyzing aerodynamic force and safety state change rules of the single vehicle and the double vehicles in the process of driving into the tunnel in parallel by adopting a simulation calculation model.
And S40, establishing a safety evaluation system of various driving conditions according to aerodynamic force and safety state change rules.
And S50, determining safety control measures of the tunnel portal of the expressway according to the safety evaluation systems of various driving conditions.
The safety control measures may include static management measures set by permanent facilities and dynamic management measures taken according to a real-time environment of a road. The static management measures comprise main measures in the management of the expressway wind field, such as setting a wind screen, a crosswind prompt sign, a static speed limit prompt sign and the like. The dynamic management system formed by environment detection, scene simulation, information release and the like is needed for dynamic management and control measures of the expressway under the action of the wind field, so that dynamic setting of corresponding measures is facilitated.
In step S50, by determining the safety control measures of the highway tunnel entrance, a method for improving the driving safety of the highway tunnel entrance under the action of the wind field can be provided, which specifically includes: in the aspect of design and construction, regression simulation analysis is carried out according to the size of the tunnel portal of the highway. After the tunnel portal is enlarged, the driving safety can be obviously improved in the process that the vehicle drives into the tunnel, and the driving safety of the inner side vehicle is obviously improved compared with that of the outer side vehicle when the two vehicles run in parallel. In the aspect of operation management, static management measures set by permanent facilities and dynamic management and control measures taken according to the real-time environment of a road are necessary measures for driving safety at a tunnel portal.
According to the method for determining the safety control measures based on the tunnel portal driving safety simulation research, by determining the mechanical response and the environmental wind simulation method of the wind-driven vehicles at the tunnel portal of the expressway, constructing the simulation calculation model according to the mechanical response and the environmental wind simulation method, analyzing the aerodynamic force and safety state change rules of the single vehicle and the double vehicles in the process of driving into the tunnel in parallel by adopting the simulation calculation model, establishing safety evaluation systems of various driving conditions according to the aerodynamic force and safety state change rules, determining the safety control measures at the tunnel portal of the expressway according to the safety evaluation systems of various driving conditions, and obtaining safer and more accurate safety control measures.
In one embodiment, the method for determining the mechanical response of the wind-driven vehicle at the highway tunnel entrance and simulating the environmental wind includes the following steps:
and S11, determining aerodynamic force and aerodynamic moment corresponding to the highway tunnel portal according to the self gravity, engine traction force, rolling resistance and air resistance of the vehicle in the driving process of the highway tunnel portal.
And S12, analyzing the composition of the wind field at the tunnel entrance of the expressway, and dividing the wind field into natural wind and environmental wind according to sources.
In the embodiment, aerodynamic force and aerodynamic moment applied to the vehicle when the vehicle runs in the wind field at the tunnel entrance of the expressway are set, and relevant simulation software can be adopted to calculate the vehicle mechanical response according to required formulas (such as a mass conservation equation, a momentum equation and an energy conservation equation in three directions in a three-dimensional space, and the like) to obtain a result. In the embodiment, the environmental wind is set as the turbulent flow, a control equation for calculating fluid mechanics and a standard k-epsilon model of the turbulent flow are set, and simulation software simulates the generation of an environmental wind effect according to the control equation and the turbulent flow model, so that the required mechanical response and the environmental wind simulation method are determined.
Specifically, the embodiment analyzes the wind field environment of the tunnel portal position, and analyzes the basic effects of the vehicle mechanical response and the aerodynamic action in the wind field environment, so as to determine the main extracted index factors in the simulation. And (4) combing and analyzing indexes of the ground of the tunnel portal and an input wind field, and providing a foundation for subsequent simulation environment modeling. The basic principle and the method of the conventional aerodynamic numerical simulation are researched, a numerical calculation method suitable for the practical situation of the research is determined, the conventional numerical simulation technical means is combed, and a numerical simulation software combination suitable for the embodiment is comprehensively selected. In an example, the safety control measure determining method based on the tunnel portal driving safety simulation research may also refer to fig. 2, which sets aerodynamic force and aerodynamic moment applied to the vehicle when the vehicle runs in a wind field, and the relevant simulation software calculates the vehicle mechanical response according to the formulas to obtain the result. In the embodiment, the environmental wind is set to be turbulent flow, a control equation for calculating fluid mechanics and a standard k-epsilon model of the turbulent flow are set, and simulation software simulates the generation of an environmental wind effect according to the control equation and the turbulent flow model. Wherein the above step S11 mainly performs the aerodynamic response setting when the vehicle is running: fig. 3 is a schematic diagram showing the aerodynamic force applied to the automobile during running. The automobile (vehicle) is subjected to self gravity, engine traction, rolling resistance, air resistance and the like during running. The calculation formula is shown in the following table 1, and the relevant simulation software can calculate the vehicle mechanical response according to the formula and obtain the result.
TABLE 1 calculation formula of aerodynamic force and aerodynamic moment
Wherein rho is air density, A is automobile orthographic projection area, v∞For the relative velocity of the synthesis gas stream, a is the wheelbase of the vehicle, CDIs a coefficient of resistance, CRMIs the roll moment coefficient, CSIs the coefficient of lateral force, CYMIs a coefficient of yaw moment, CLIs a coefficient of lift, CPMIs the pitch moment coefficient.
The above S12 may mainly analyze the composition of the tunnel entrance wind field, and divide the wind field into natural wind and environmental wind according to the source. Firstly, the wind speed of natural wind is determined, and the formula is used according to the wind resistance specification
To describe the wind speed profile, wherein U10Based on the maximum wind speed probability distribution model measured by the local weather station and the basic wind speed calculated according to the 100-year recurrence period, z is the vertical distance from any point to the earth's surface, alpha0The surface roughness coefficient is described above. The environmental wind field needs to be generated by actual dynamic simulation, the flow of air and related parameters thereof are regarded as constant flow, namely, the flow is not related to time, the environmental wind is set to be turbulent flow, and a control equation for calculating fluid mechanics and a standard k-epsilon model of the turbulent flow are set as follows:
conservation of mass equation:
momentum equations in three directions in three-dimensional space:
energy conservation equation:
where ρ is the air density, u, V, w are the components of the air velocity V in the x, y, z directions flowing through the center of the hexahedral cell, FiIs the external volume force in the i direction, p is the static pressure, T is the temperature, k is the conductivity, CpThe constant pressure specific heat of the fluid is shown, and S represents the heat flow density of the heat source.
A standard k-epsilon model is adopted for numerical solution, and the turbulent kinetic energy equation expression of the standard k-epsilon model is as follows:
the expression of the turbulent dissipation rate equation of the standard k-epsilon model is as follows:
wherein σkPrandtl number for turbulent kinetic energy, reference value 1.0, GkExtracting a generator term, σ, of the kinetic energy k of the excited turbulence for the mean velocityεFor the Plantt number of the turbulent dissipation ratio, the reference value may be 1.3, C1εAnd C2εAs empirical constants, the reference values may be taken to be 1.44 and 1.92, respectively.
Furthermore, related simulation software can simulate the generation of the environmental wind effect according to the set control equation and the turbulence model.
In one embodiment, the step S20 of constructing the simulation calculation model according to the mechanical response and the environmental wind simulation method includes:
and S21, selecting various vehicles (such as representative large buses and cars) as simulation objects, and modeling the vehicles by SolidWorks according to the mechanical response and environmental wind simulation method. As shown in fig. 4, a numerical computation field may be established, the setting of which takes into account the details of the surface of the computation field, which should be able to reflect the basic situation of the surface through which the air flows completely. The surface model comprises a vehicle body model and an environment surface model, and the environment surface model needs to be considered as a mountain, a tunnel wall surface, a tunnel entrance, a road surface embankment and the like. Meanwhile, the blocking ratio of the calculation domain outside the tunnel is set to be lower than 4%, and the full development of airflow can be ensured.
S22, determining a numerical calculation domain in modeling. This step may in particular be arranged to take into account the details of the surface of the computing field, which should be able to reflect the basic situation of the surface through which the air flows completely. The surface model comprises a vehicle body model and an environment surface model, and the environment surface model needs to be considered as a mountain, a tunnel wall surface, a tunnel entrance, a road surface embankment and the like. Meanwhile, the blocking ratio of the calculation domain outside the tunnel is set to be lower than 4%, and the full development of airflow can be ensured.
S23, as shown in figure 5, dividing moving and static areas of the vehicles at the tunnel entrance of the expressway by adopting a moving grid method; this step may be implemented using meshing software, such as ANSYS ICEM CFD. The method has the advantages that the position staggering between the movable area and the fixed area can not occur, and the air flow can be prevented from being influenced by the outside of a research object. Zone of motion ZDIn the running direction of the vehicle, the width of a lane is 2 multiplied by 3.75m, the height of a tunnel is 5m and is taken as a cross section area, and the rest of a calculation area is a fixed area ZsAnd a tetrahedral mesh is adopted for representation. In the motion zone ZDIn the middle, a region with the length 1 time of the front and the rear of the vehicle body is taken as a rigid motion region ZD1，ZD1The middle vehicle body has irregular structure and should be represented by a tetrahedral mesh, and the mesh nodes in the part do not change relatively. Region of rigid body motion ZD1The front region in the vehicle traveling direction is a compression movement region ZD2The rear part being a stretching movement zone ZD3The two areas have regular structures and adopt hexahedral meshes. ZsAnd ZD1、ZD2、 ZD3The interface of (A) is a unidirectional interface, connected by interface, ZD1And ZD2、ZD1And ZD2The interfaces are shared and are bidirectional interfaces and are connected by using an inter.
S24, selecting a layer-laying method as a grid updating strategy according to the characteristic that the nodes in the dynamic grid of the dynamic and static areas change constantly so as to realize the transient simulation of the vehicle motion; in which nodes in the dynamic mesh are constantly changing, and therefore mesh updating is required. The layer-laying method is mainly applied to more regular grids, the movable grid area is composed of tetrahedral and hexahedral grids, and the size of the grids is far smaller than the movement distance of the grids, so that the layer-laying method is selected as a grid updating strategy to realize the transient simulation of vehicle movement.
S25, setting boundary conditions for each boundary of the numerical calculation domain; the simulation of natural wind is set as entering from the right side of a calculation area and flowing out from the left side, and each boundary is set as shown in the following table 2.
TABLE 2 computational Domain boundary Condition settings
As shown in FIG. 6, the coincident Interface has two categories, Interface and Interior. The Interface surface is composed of a pair of interfaces adjacent to each other, and can directly perform fluid and calculation exchange. The Interior is composed of the internal surface of dynamic grid region, adjacent regions share one surface, and during calculation, when fluid and data are exchanged, ZD1And ZD2、ZD1And ZD2The types of grids on two sides of the same surface of the interface are inconsistent, one side is a hexahedral grid, and the other side is a tetrahedral grid, errors can occur during operation, so different types of grids on two sides of the Interior surface need to be aligned through Fluent.
S26, determining an initial grid density state through simulation experience, carrying out simulation calculation under specific driving conditions to obtain simulation calculation results, respectively increasing and decreasing the grid density to obtain corresponding simulation calculation results, comparing the simulation calculation results and the variation rules thereof, and taking the stable grid as a calculation grid to obtain a simulation calculation model when the simulation calculation results tend to be stable along with the increase of the grid density. In the step, after the grid division is finished, the grid needs to be subjected to quality inspection, the quality inspection can be automatically inspected through ANSYS ICEM CFD, and judgment is carried out according to a grid quality statistical histogram reported by ICEM. The specific method comprises the steps of firstly determining an initial grid density state through simulation experience, and carrying out simulation calculation on a certain working condition to obtain a related calculation result. And respectively increasing and decreasing the grid density, and comparing the calculation result and the change rule thereof. When the correlation calculation result tends to be stable along with the increase of the grid density, the stable initial grid can be used as the calculation grid, and the method is to verify the grid through the independence of the calculation result.
According to the embodiment, a representative vehicle is modeled firstly, then a calculation domain is established, a calculation domain grid is divided, and boundary conditions are set, so that the automobile dynamics response analysis is facilitated. The vehicle model is placed in the computational domain while the grid is updated to simulate vehicle operation. And finally, carrying out quality inspection on the grids.
In one embodiment, the step S30 of analyzing the aerodynamic force and safety state change law of the single vehicle and the double vehicles running into the tunnel in parallel by using the simulation computation model includes:
s33, taking the tunnel portal end of the expressway as an original point, the driving direction as a positive direction and the distance x between the tail of the vehicle and the tunnel portal end as a reference value, reflecting the aerodynamic force and flow field changes of the vehicle through the relative distance of the vehicle entering the tunnel, analyzing simulation results, obtaining the mechanical response results and the outflowing field change results under each driving condition according to a mechanical response calculation formula and a turbulence standard k-epsilon model, analyzing the aerodynamic characteristics of the vehicle and analyzing the outflowing field, and obtaining the aerodynamic force and safety state change rules; wherein, automobile body length is L, and the value range of x includes: -2L, -1.5L, -L, 0.5L, 0, 0.5L, L, 1.5L and 2L.
In the embodiment, initial input setting of the model is performed for different calculation conditions, and in the simulation calculation model established in step S20, simulation calculation analysis is performed on different conditions by using the calculation formula involved in step S10. And finally, obtaining the vehicle aerodynamic characteristic analysis and outflowing flow field analysis results under different working conditions so as to analyze the vehicle aerodynamic force and the safety state change rule. Specifically, before step S33, the method may further include:
and S31, calculating the setting of the working condition (running condition), including the setting of the inlet wind speed, the setting of the running speed and the combination setting of the working condition. The basic wind speed values of the natural wind speed field are set to be 5.3m/s, 10.8m/s, 17.2m/s and in a windless state, and the wind speed is used for writing an UDF file as input according to a wind speed profile function and is connected with a wind speed inlet. The research speeds for buses were 70km/h and 80km/h, and for cars 80km/h and 90 km/h. Four working conditions of single bus running, single car running, two buses running in parallel and two cars running in parallel are taken as combined running working conditions. The operating condition settings are summarized in table 3 below:
TABLE 3 summary of research conditions
S32, transient state calculation is carried out by adopting the dynamic grid technology,the transient calculation step length is estimated by using the Curian constant, and the calculation formula is
Wherein, L is the characteristic length of the grid, v is the characteristic speed of the motion of the moving grid, and the calculated time step length is set to be 0.005 s. And performing numerical calculation by using a related calculation formula, setting a threshold value for calculation convergence, and performing calculation of the next time step within each calculation step when all calculated values are lower than the threshold value. The calculated residual value is used as the threshold value.
The step S33 is finally performed to perform data processing setting, as shown in fig. 7, considering that there is an inclination angle at the tunnel portal, the tunnel portal end is used as the origin, the driving direction is used as the positive direction, the distance x between the car tail and the tunnel portal end is used as the reference value, the car body length is L, x is-2L, -1.5L, -L, 0.5L, 0, 0.5L, L, 1.5L, 2L are used as the comparison basic points, the aerodynamic force and the flow field change of the vehicle are reflected by the relative distance of the vehicle entering the tunnel, and the simulation result is analyzed. And finally, obtaining mechanical response results and outflowing field change results under different working conditions according to each mechanical response calculation formula and the turbulence standard k-epsilon model in the step S10, and performing vehicle aerodynamic characteristic analysis and outflowing field analysis to obtain the required aerodynamic force and safety state change rule.
As shown in fig. 8, before performing the computational fluid dynamics research, abstraction and combing are performed on a research object, that is, a research calculation domain is selected, and an object, a boundary condition, a calculation method, a type of a required calculation result, and the like, which need to be considered in a scene, are selected. And then, calculation preprocessing is carried out, and grid quality inspection and grid independence verification are required to be carried out on the grid obtained by preprocessing so as to ensure that the grid quality is good and the accuracy of numerical calculation is ensured. In the numerical calculation process, reasonable calculation conditions need to be set, whether the calculation is converged needs to be judged during calculation, and the reason of non-convergence needs to be judged for the condition of non-convergence, so that the grid and the calculation solution setting are adjusted in time. The post-processing is to extract the required calculated value and analyze, and output the corresponding image to assist the result analysis.
In one embodiment, the step S40 of establishing a safety evaluation system for various driving conditions according to the aerodynamic force and the safety state change law includes:
s41, selecting four indexes of lateral deviation, yaw angular velocity, transverse force coefficient and tyre load deviation rate, and utilizing formula
Normalizing the index parameter value, wherein xinorIs the normalized index value, xiFor the index value before normalization, XmaxIs xiMaximum value in the sequence, XminIs xiThe minimum value in the sequence; the step can establish a vehicle driving safety evaluation index system, and four indexes of lateral deviation, yaw velocity, transverse force coefficient and tire load deviation rate are selected by using a formula
And normalizing the index parameter value. Wherein x isinorIs the normalized index value, xiFor the index value before normalization, XmaxIs xiMaximum value in the sequence, XminIs xiThe minimum value in the sequence. The obtained four-level safety evaluation threshold values of each index are shown in the following table 4:
TABLE 4 four-level safety evaluation threshold of each index after normalization
The step can also select a dynamic comprehensive evaluation method, combines the characteristic that indexes are subjected to dimensionless normalization, takes 3 evaluation indexes as an example, and when the number of the evaluation indexes of the dynamic comprehensive evaluation is 3 and the number of the threshold values is 2, the threshold values r of the 3 evaluation indexes1And r2Can form a spherical surface in space. The distances from the three points to the 3 coordinate axes form the threshold values of the three indexes in a certain state during dynamic evaluation. The present example relates to 4 basic methods for evaluation index, which can be based onAnd (5) popularizing the Euclidean distance formula. That is, when the evaluation index is n-dimensional, a dynamic comprehensive evaluation function is used
The obtained actual evaluation threshold values for the vehicle running safety are shown in the following table 5:
TABLE 5 actual evaluation threshold for vehicle traveling safety
In the above formula, Q is a threshold of the dynamic comprehensive evaluation function.
S42, adopting aerodynamic force and safety state change rules when a vehicle drives into a tunnel under the action of a wind field, taking the aerodynamic force of the vehicle as condition input, carrying out simulation analysis, reflecting the combined action effect of wind and the tunnel by applying external force and moment, respectively monitoring a vehicle lateral offset value, a yaw angular velocity value, a transverse force evaluation value and a tire load offset rate evaluation value, respectively calculating four indexes, and obtaining a dynamic safety evaluation value in the process that the vehicle drives into the tunnel under each driving condition by carrying out unified processing on each index and applying an evaluation function; and establishing a safety evaluation system of various driving conditions according to the dynamic safety evaluation value of the vehicle in the process of driving into the tunnel under each driving condition.
Step S42 is a safety study using TruckSim, and simulation analysis is performed using the mechanical response of the vehicle when the vehicle enters the tunnel under the wind field effect in step S30, that is, the aerodynamic force of the vehicle, as a condition input. The combined action effect of wind and the tunnel is reflected by applying external force and moment, so that a tunnel model does not need to be established in the TruckSim environment construction. The lateral deviation value, the yaw angular velocity value, the transverse force evaluation value and the tire load deviation rate evaluation value of the vehicle are respectively monitored, the TruckSim can automatically calculate the four indexes, and the dynamic safety evaluation value of the vehicle in the process of driving into the tunnel under the selected working condition is obtained by uniformly processing the indexes and applying an evaluation function.
In one embodiment, step S50 may provide a comprehensive countermeasure for improving the driving safety of the highway tunnel entrance under the action of the wind field. And selecting a dynamic evaluation method as a basic method of safety evaluation, and determining an evaluation function. By uniformly processing all indexes and applying an evaluation function, the dynamic safety evaluation value of the bus in the process of entering the tunnel is obtained from two working conditions of single-vehicle running and double-vehicle parallel running respectively.
For the running working condition of a single bus, an unsafe state does not occur in the process of driving into the tunnel at 80km/h, but a sub-safe and safer state occurs under the condition of partial wind speed. Under windy conditions, the safety can fluctuate twice in the process of driving the vehicle into the tunnel, the first fluctuation is around the tail of the vehicle passing through the end part of the tunnel entrance, and the second fluctuation is about 3s after the tail of the vehicle drives into the tunnel. When the wind speed is 17.2m/s, the vehicle runs outside the tunnel and is in a safer state, the vehicle can be in a sub-safe state for a short time after entering the tunnel due to the first fluctuation, then the safety is gradually improved to be in the safe state, the vehicle can enter the safer state due to the second fluctuation, and then the vehicle can enter a more stable safe state. When the wind speed is 10.8m/s, the vehicle runs outside the tunnel and is in a safe state, but is close to a safer state, the vehicle can be in the safer state for a short time when running into the tunnel for the first time of fluctuation, then enters the safe state, and is still in the safe state although the vehicle can generate the second time of fluctuation, and the difference of the two safety degree peak values is smaller than that of 17.2 m/s. When the wind speed is 5.3m/s and in a windless state, in the process that the vehicle drives into the tunnel, because the air flow at the tunnel entrance is limited, the air movement acts on the vehicle, so that the driving safety slightly fluctuates, but the vehicle is always in a safe state.
For the running working condition of two buses, when the bus runs into the tunnel in a windless state, the safety can fluctuate as well before and after the bus runs into the end part of the tunnel, and the change influencing the safety is caused by the fact that air is forced to flow to form environmental wind due to the relative movement between the bus and the tunnel opening. In the windy state, before the vehicles enter the tunnel, the safety level of the vehicles on the outer side is lower than that of the vehicles on the inner side, and the reduction degree of the safety level is also greater than that of the vehicles on the inner side. The difference in vehicle safety between the inside and outside increases with increasing wind speed. After the vehicles enter the tunnel, in the process of gradually rising the safety level, the safety changes of the vehicles on the inner side and the outer side show consistency, which indicates that the running states of the two vehicles are similar when the vehicles run in the tunnel in parallel. The duration of the safety reduction in the case of two-vehicle parallel running and the time required to return to a higher safety level are both longer compared to single-vehicle running. After the vehicle stably runs in the tunnel, the vehicle is in a safe state, and the driving safety is slightly lower than that of a single vehicle through evaluation values.
The method is characterized in that numerical simulation calculation is carried out on the process that vehicles enter a tunnel under different working condition combination conditions, and the change condition of the safety state of the vehicles in the entering process is obtained according to the result, so that the vehicles under the set conditions are not in an unsafe state, but are in a sub-safe state in a high wind speed or parallel state. In order to ensure that the driving is in a high-level safety state, the invention provides a systematic research strategy from the perspective of the whole life cycle of construction, management and maintenance.
In the aspect of design and construction, regression simulation analysis is carried out according to the size of the tunnel portal of the highway. Since the expressway tunnel is not provided with emergency lanes in the whole line, the tunnel entrance width is directly related to the number of lanes. When vehicles exist on the lanes and run into the tunnel in parallel, the blocking ratio of the tunnel opening is increased, forced movement of air is more obvious, and air flow disturbance is more obvious when natural wind is added. Therefore, the size of the tunnel opening can be comprehensively considered during design and construction. According to a separated tunnel single-hole inner contour diagram in a tunnel specification, a three-lane tunnel is selected as a research object to perform simulation analysis, the section of the tunnel is simplified, the road cross slope is 0, the width of a lane in the tunnel is 3.75m, the center line of the lane is located at the left side of the axis of the tunnel by 10mm, and the contour diagram is shown in fig. 9. Through simulation analysis, the driving safety can be obviously improved by the way of enlarging the area of the tunnel portal shown in fig. 9, the forced degree of air around the vehicle body at the tunnel portal is small, the air flows sufficiently, the vortex action area is reduced, the flow field is more stable in transition, the influence on the vehicle is reduced, and the change tends to be smooth. The driving safety of the inner side vehicle is improved more obviously than that of the outer side vehicle when the two vehicles run in parallel.
In the aspect of operation management, static management measures set by permanent facilities and dynamic management and control measures taken according to the real-time environment of a road are necessary measures for driving safety at a tunnel portal. The static management measures, namely the management measures existing regardless of environmental conditions, mainly take the steps of setting a wind barrier, a crosswind prompt sign, a static speed limit prompt sign and the like in the management of the expressway wind field. A dynamic management system formed by environment detection, scene simulation, information release and the like is needed for dynamic management and control measures of the expressway under the action of a wind field.
Compared with the prior art, the method for determining the safety control measures based on the tunnel entrance driving safety simulation research focuses on the environmental wind generated by the change of the size of the outer drainage basin in the process that the vehicle drives into the tunnel, the effect of the wind field is used as an input factor in the driving simulation, the safety evaluation is carried out through continuous simulation, the wind field does not need to be input in the driving simulation, and the defect that the environmental wind cannot be input in single driving simulation is overcome. Meanwhile, based on the full life cycle idea, a systematic improvement strategy is provided for construction, management and maintenance, and a reference and problem overall solution idea is provided for the safety design of a newly-built project and the safety operation of an established project.
The technical features of the above embodiments can be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the above embodiments are not described, but should be considered as the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
It should be noted that the terms "first \ second \ third" referred to in the embodiments of the present application merely distinguish similar objects, and do not represent a specific ordering for the objects, and it should be understood that "first \ second \ third" may exchange a specific order or sequence when allowed. It should be understood that "first \ second \ third" distinct objects may be interchanged under appropriate circumstances such that the embodiments of the application described herein may be implemented in an order other than those illustrated or described herein.
The terms "comprising" and "having" and any variations thereof in the embodiments of the present application are intended to cover non-exclusive inclusions. For example, a process, method, apparatus, product, or device that comprises a list of steps or modules is not limited to the listed steps or modules but may alternatively include other steps or modules not listed or inherent to such process, method, product, or device.
The above-mentioned embodiments only express several embodiments of the present application, and the description thereof is more specific and detailed, but not construed as limiting the scope of the invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the concept of the present application, which falls within the scope of protection of the present application. Therefore, the protection scope of the present patent shall be subject to the appended claims.
Claims (5)
1. A safety control measure determination method based on tunnel portal driving safety simulation research is characterized by comprising the following steps:
s10, determining a mechanical response and environmental wind simulation method of the wind-driven vehicle at the tunnel entrance of the expressway;
s20, constructing a simulation calculation model according to the mechanical response and the environmental wind simulation method;
s30, analyzing aerodynamic force and safety state change rules of the single vehicle and the double vehicles in the process of driving into the tunnel in parallel by adopting a simulation calculation model;
s40, establishing a safety evaluation system of various driving conditions according to aerodynamic force and safety state change rules;
and S50, determining safety control measures of the tunnel portal of the expressway according to the safety evaluation systems of various driving conditions.
2. The method for determining the safety control measure based on the driving safety simulation research at the tunnel portal of claim 1, wherein the step S10 is performed to determine the mechanical response and the environmental wind simulation method of the wind-induced vehicle at the tunnel portal of the expressway, and comprises the following steps:
s11, determining aerodynamic force and aerodynamic moment corresponding to the tunnel portal of the expressway according to the self gravity, engine traction force, rolling resistance and air resistance of the vehicle in the driving process of the tunnel portal of the expressway;
and S12, analyzing the composition of the wind field at the tunnel entrance of the expressway, and dividing the wind field into natural wind and environmental wind according to sources.
3. The method for determining the safety control measure based on the driving safety simulation research at the tunnel portal according to claim 1, wherein the step S20 of constructing the simulation calculation model according to the mechanical response and the environmental wind simulation method includes:
s21, selecting various vehicles as simulation objects, and modeling the vehicles by SolidWorks according to a mechanical response and environmental wind simulation method;
s22, determining a numerical calculation domain during modeling;
s23, dividing moving and static areas of the highway tunnel entrance vehicle movement by adopting a dynamic grid method;
s24, selecting a layer-laying method as a grid updating strategy according to the characteristic that the nodes in the dynamic grid of the dynamic and static areas change constantly so as to realize the transient simulation of the vehicle motion;
s25, setting boundary conditions for each boundary of the numerical calculation domain;
s26, determining an initial grid density state through simulation experience, carrying out simulation calculation under specific driving conditions to obtain simulation calculation results, respectively increasing and decreasing the grid density to obtain corresponding simulation calculation results, comparing the simulation calculation results and the variation rules thereof, and taking the stable grid as a calculation grid to obtain a simulation calculation model when the simulation calculation results tend to be stable along with the increase of the grid density.
4. The method for determining the safety control measures based on the tunnel portal driving safety simulation research of claim 1, wherein the step S30 of analyzing the aerodynamic force and safety state change rules of the single vehicle and the double vehicles during the process of driving into the tunnel in parallel by using the simulation computation model comprises the steps of:
s33, taking the tunnel portal end of the expressway as an original point, the driving direction as a positive direction and the distance x between the tail of the vehicle and the tunnel portal end as a reference value, reflecting the aerodynamic force and flow field changes of the vehicle through the relative distance of the vehicle entering the tunnel, analyzing simulation results, obtaining the mechanical response results and the outflowing field change results under each driving condition according to a mechanical response calculation formula and a turbulence standard k-epsilon model, analyzing the aerodynamic characteristics of the vehicle and analyzing the outflowing field, and obtaining the aerodynamic force and safety state change rules; wherein, automobile body length is L, and the value range of x includes: -2L, -1.5L, -L, 0.5L, 0, 0.5L, L, 1.5L and 2L.
5. The method for determining the safety control measures based on the tunnel portal driving safety simulation research of claim 1, wherein the step S40 of establishing a safety evaluation system for various driving conditions according to aerodynamic force and safety state change rules comprises the steps of:
s41, selecting four indexes of lateral deviation, yaw angular velocity, transverse force coefficient and tyre load deviation rate, and utilizing formula
Normalizing the index parameter value, wherein xin0rIs the normalized index value, xiFor the index value before normalization, XmaxIs xiMaximum value in the sequence, XminIs xiThe minimum value in the sequence;
s42, adopting aerodynamic force and safety state change rules when a vehicle drives into a tunnel under the action of a wind field, taking the aerodynamic force of the vehicle as condition input, carrying out simulation analysis, reflecting the combined action effect of wind and the tunnel by applying external force and moment, respectively monitoring a vehicle lateral offset value, a yaw angular velocity value, a transverse force evaluation value and a tire load offset rate evaluation value, respectively calculating four indexes, and obtaining a dynamic safety evaluation value in the process that the vehicle drives into the tunnel under each driving condition by carrying out unified processing on each index and applying an evaluation function; and establishing a safety evaluation system of various driving conditions according to the dynamic safety evaluation value of the vehicle in the process of driving into the tunnel under each driving condition.
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