CN113609592A - Method, system and related components for rapid prediction of aerodynamic noise of long consist trains - Google Patents
Method, system and related components for rapid prediction of aerodynamic noise of long consist trains Download PDFInfo
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Abstract
The application discloses a method for quickly predicting aerodynamic noise of a long-range marshalling train, which comprises the following steps: simplifying the long marshalling train into each short marshalling train; according to the obtained surface pneumatic noise source of each train section of each short marshalling train, equivalent surface pneumatic noise sources of each train section of the long marshalling train are obtained; determining the pneumatic noise generated by the surface pneumatic noise source of each section of the long marshalling train at the far-field observation point respectively according to the equivalent surface pneumatic noise source of each section of the long marshalling train and the position of a preset far-field observation point; and superposing the determined pneumatic noises to obtain the pneumatic noise generated by the long marshalling train at the far-field observation point. By applying the scheme of the application, the pneumatic noise of the long marshalling train can be effectively and quickly predicted. The application also provides a system and related components for quickly predicting the pneumatic noise of the long marshalling train, and the system and related components have corresponding technical effects.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a method and a system for quickly predicting pneumatic noise of a long-marshalling train and related components.
Background
As train speeds increase, the problem of aerodynamic noise in high speed trains becomes more pronounced and becomes a major source of train noise at high speeds. Studies have shown that train aerodynamic noise is approximately proportional to the 6 th power of train speed, and as train speed increases, train aerodynamic noise will increase dramatically. The excessive pneumatic noise will bring sound pollution, affecting the normal life of the people along the railway and the comfort of the passengers in the train. Therefore, the exceeding of the noise becomes a main factor for limiting the speed of the train, the aerodynamic noise of the high-speed train is accurately predicted, and the method is the basis for developing the noise reduction design of the train.
The prediction of the pneumatic noise of the existing high-speed train is mainly carried out in two steps, wherein the first step is to carry out near-field flow field calculation to obtain a pneumatic noise source on the surface of the train, and the second step is to carry out far-field sound field calculation to obtain the radiation noise of the pneumatic noise source. In order to obtain accurate information of the aerodynamic noise source on the surface of the train, a large eddy simulation method is generally adopted when near-field flow field calculation is carried out at present. The large vortex simulation method has high requirements on a calculation grid, the large vortex simulation calculation grid quantity of a high-speed train is huge, the calculation period is long, large vortex simulation calculation can be usually carried out only on short marshalling trains of 2-4 cars under the current calculation conditions, large vortex simulation calculation is difficult to carry out on more than 4 cars, and particularly, 8 cars or 16 cars are arranged on many current long marshalling trains, so that the calculation quantity for carrying out large vortex simulation calculation is extremely high. However, there is an urgent need for aerodynamic noise prediction for long consist trains.
In summary, how to effectively and rapidly predict the aerodynamic noise of a long-consist train is a technical problem that needs to be solved urgently by those skilled in the art.
Disclosure of Invention
The invention aims to provide a method, a system and related components for quickly predicting aerodynamic noise of a long marshalling train, so as to effectively and quickly predict the aerodynamic noise of the long marshalling train.
In order to solve the technical problems, the invention provides the following technical scheme:
a method for quickly predicting aerodynamic noise of a long-marshalling train comprises the following steps:
simplifying the long marshalling train into each short marshalling train;
according to the obtained surface pneumatic noise source of each train of each short marshalling train, equivalent surface pneumatic noise sources of each train of the long marshalling train are obtained;
determining the pneumatic noise generated by the surface pneumatic noise source of each train of the long marshalling train at the far-field observation point according to the equivalent position of the surface pneumatic noise source of each train of the long marshalling train and the preset far-field observation point;
superposing the determined pneumatic noises to obtain the pneumatic noise generated by the long marshalling train at the far-field observation point;
wherein the number of train sections of any one of the short marshalling trains is not more than 4, and the number of train sections of the long marshalling train is more than 4.
Preferably, the reducing the long consist train into each short consist train includes:
judging whether the long-distance marshalling train is a reconnection train or not;
if not, aiming at each intermediate train of the long marshalling train, creating a short marshalling train with the type of the intermediate train to obtain X short marshalling trains;
if yes, establishing a first-class short marshalling train with the type of the intermediate train aiming at each intermediate train of the long marshalling train, obtaining X first-class short marshalling trains in total, and establishing 1 second-class short marshalling train;
wherein, X represents the number of the intermediate cars of the long marshalling train, any 1 short marshalling train is a 3 marshalling train with a head car, an intermediate car and a tail car connected in sequence, and the second short marshalling train is a 4 marshalling train with a head car, a double-heading tail car, a double-heading head car and a tail car connected in sequence.
Preferably, the equivalent of the surface pneumatic noise source of each train of the long consist train according to the obtained surface pneumatic noise source of each train of each short consist train comprises:
selecting one type of short marshalling train with the same type of intermediate train as the intermediate train next to the head train from the X types of short marshalling trains, and taking the calculated surface pneumatic noise source of the head train of the short marshalling train as the surface pneumatic noise source of the head train of the long marshalling train;
selecting one type of short marshalling train with the same type of intermediate train as the intermediate train following the tail train from the X types of short marshalling trains, and taking the calculated surface pneumatic noise source of the tail train of the short marshalling train as the surface pneumatic noise source of the tail train of the long marshalling train;
selecting one type of short marshalling train with the type of the intermediate train from X types of short marshalling trains aiming at any intermediate train of the long marshalling train, and taking the calculated surface pneumatic noise source of the intermediate train of the type of the short marshalling train as the surface pneumatic noise source of the intermediate train of the long marshalling train;
and when the long marshalling train is a double-heading train, taking the calculated surface pneumatic noise source of the double-heading tail train of the second type of short marshalling train as the surface pneumatic noise source of the double-heading tail train of the long marshalling train, and taking the calculated surface pneumatic noise source of the double-heading tail train of the second type of short marshalling train as the surface pneumatic noise source of the double-heading tail train of the long marshalling train.
Preferably, the surface aerodynamic noise source of any one train of any one of the short consist trains is a surface aerodynamic noise source determined by a large eddy simulation method.
Preferably, the determining, according to the equivalent locations of the surface aerodynamic noise source of each train of the long consist train and a preset far-field observation point, the aerodynamic noise generated by the surface aerodynamic noise source of each train of the long consist train at the far-field observation point includes:
for any one train in the long marshalling train, determining a short marshalling train used when a surface pneumatic noise source of the train is equivalent, and determining a corresponding target observation position for the short marshalling train; the relative position relationship between the target observation positions corresponding to the short marshalling train and the short marshalling train is consistent with the relative position relationship between the train in the long marshalling train and the far-field observation point.
Preferably, the superimposing the determined pneumatic noises to obtain the pneumatic noise generated by the long consist train at the far-field observation point includes:
when the long marshalling train is not a double-coupled train, passing
Calculating aerodynamic noise generated by the long marshalling train at the far-field observation point;
when the long marshalling train is a multi-connected train, passing
Calculating aerodynamic noise generated by the long marshalling train at the far-field observation point;
wherein L represents aerodynamic noise generated by the long consist train at the far field observation point, LHRepresenting aerodynamic noise, L, generated at the far field observation point by a source of surface aerodynamic noise of a head car of the long consistTRepresenting aerodynamic noise, L, generated at the far field observation point by a source of surface aerodynamic noise of a tailrace of the long consistM1To LMNSequentially represents the aerodynamic noise generated by the surface aerodynamic noise source of each intermediate train of the long marshalling train at the far-field observation point, N represents the number of the intermediate trains of the long marshalling train, and LUHIndicating the weight of the long consist trainAerodynamic noise, L, generated at the far field observation point by a source of surface aerodynamic noise of the coupled vehicleUTRepresenting aerodynamic noise generated by a source of surface aerodynamic noise of a multi-trailer of the long consist at the far field observation point.
A system for rapid prediction of aerodynamic noise for a long haul train, comprising:
the simplifying module is used for simplifying the long marshalling train into each short marshalling train;
the surface pneumatic noise source calculation module is used for equivalently generating the surface pneumatic noise source of each train section of the long marshalling train according to the obtained surface pneumatic noise source of each train section of the short marshalling train;
the pneumatic noise calculation module is used for determining the pneumatic noise generated by the surface pneumatic noise source of each train of the long marshalling train at the far-field observation point according to the equivalent surface pneumatic noise source of each train of the long marshalling train and the position of a preset far-field observation point;
the superposition module is used for superposing the determined pneumatic noises to obtain the pneumatic noises generated by the long marshalling train at the far-field observation point;
wherein the number of train sections of any one of the short marshalling trains is not more than 4, and the number of train sections of the long marshalling train is more than 4.
Preferably, the simplified module is specifically configured to:
judging whether the long-distance marshalling train is a reconnection train or not;
if not, aiming at each intermediate train of the long marshalling train, creating a short marshalling train with the type of the intermediate train to obtain X short marshalling trains;
if yes, establishing a first-class short marshalling train with the type of the intermediate train aiming at each intermediate train of the long marshalling train, obtaining X first-class short marshalling trains in total, and establishing 1 second-class short marshalling train;
wherein, X represents the number of the intermediate cars of the long marshalling train, any 1 short marshalling train is a 3 marshalling train with a head car, an intermediate car and a tail car connected in sequence, and the second short marshalling train is a 4 marshalling train with a head car, a double-heading tail car, a double-heading head car and a tail car connected in sequence.
An apparatus for rapid prediction of aerodynamic noise for a long haul train, comprising:
a memory for storing a computer program;
a processor for executing the computer program to implement the steps of the method for rapid prediction of aerodynamic noise of a long haul train as described in any one of the above.
A computer readable storage medium having stored thereon a computer program which, when being executed by a processor, carries out the steps of the method for fast prediction of aerodynamic noise of a long consist train of any one of the preceding claims.
By applying the technical scheme provided by the embodiment of the invention, the middle flow field change condition of the high-speed train tends to be stable, and the flow characteristic of the short marshalling train can reflect the flow characteristic of the long marshalling train, so that the long marshalling train can be simplified into each short marshalling train, the surface pneumatic noise source of each train of the long marshalling train is equivalent according to the obtained surface pneumatic noise source of each train of each short marshalling train, and the equivalent surface pneumatic noise source of each train of the long marshalling train is more accurate. In addition, the calculation period of the scheme of the application is short because only the surface aerodynamic noise source of each train section of each short marshalling train needs to be calculated, and the calculation of the surface aerodynamic noise source is not directly carried out on the long marshalling train. And then, according to the equivalent positions of the surface pneumatic noise sources of all the trains of the long marshalling train and the preset far-field observation points, the pneumatic noise generated by the surface pneumatic noise sources of all the trains of the long marshalling train at the far-field observation points can be determined, and then the pneumatic noise generated by the long marshalling train at the far-field observation points can be obtained by superposing the pneumatic noise. In summary, the scheme of the application can effectively predict the aerodynamic noise of the long marshalling train, and the scheme of the application can realize the rapid prediction of the aerodynamic noise of the long marshalling train due to the small calculation amount.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.
FIG. 1 is a flow chart of an embodiment of a method for rapidly predicting aerodynamic noise of a long consist train in accordance with the present invention;
FIG. 2a is a schematic diagram of a position relationship between a non-coupled train and a preset far-field observation point in an occasion;
FIG. 2b is a schematic diagram of the position relationship between the multi-connected train and a preset far-field observation point in one situation;
FIG. 2c is a schematic illustration of a simplified short consist train with a corresponding target observation location for a non-duplicated train in one scenario;
FIG. 2d is a schematic illustration of a simplified short consist train with corresponding target observation locations for a multi-consist train in one scenario;
fig. 3 is a schematic diagram of a system for rapidly predicting aerodynamic noise of a long consist train according to the present invention.
Detailed Description
The core of the invention is to provide a method for quickly predicting the pneumatic noise of the long marshalling train, which can effectively and quickly predict the pneumatic noise of the long marshalling train.
In order that those skilled in the art will better understand the disclosure, the invention will be described in further detail with reference to the accompanying drawings and specific embodiments. It is to be understood that the described embodiments are merely exemplary of the invention, and not restrictive of the full scope of the invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Referring to fig. 1, fig. 1 is a flowchart illustrating an implementation of a method for quickly predicting aerodynamic noise of a long-consist train according to the present invention, where the method for quickly predicting aerodynamic noise of a long-consist train may include the following steps:
step S101: the long marshalling train is simplified into each short marshalling train.
In the application, the number of train sections of any short marshalling train is not more than 4, and the number of train sections of the long marshalling train is more than 4.
Because the large eddy simulation calculation can be usually performed only for 2-4 cars of short marshalling trains under the current calculation conditions, and the large eddy simulation calculation is difficult for more than 4 cars, when the long marshalling train is simplified into each short marshalling train, the simplified short marshalling train should not exceed 4 knots. In addition, the specific train section number of the long marshalling train can be set and adjusted according to the needs, and in practical application, the common long marshalling train is usually 8 or 16 sections.
In a specific embodiment of the present invention, step S101 may specifically include:
the method comprises the following steps: judging whether the long-distance marshalling train is a reconnection train or not;
if not, executing the step two: aiming at each intermediate train of a long marshalling train, creating a short marshalling train with the type of the intermediate train to obtain X short marshalling trains;
if yes, executing the third step: for each intermediate train of a long marshalling train, establishing a first-class short marshalling train with the type of the intermediate train, obtaining X first-class short marshalling trains in total, and establishing 1 second-class short marshalling train;
wherein, X represents the number of the intermediate cars of the long marshalling train, any 1 short marshalling train is a 3 marshalling train with a head car, the intermediate car and a tail car connected in sequence, and the second short marshalling train is a 4 marshalling train with a head car, a double-heading tail car, a double-heading head car and a tail car connected in sequence.
In the implementation mode, the long marshalling train is generally provided with two types, namely the double-heading train and the non-double-heading train, and different simplified modes can be adopted aiming at the two types, so that the surface pneumatic noise source of each train of the long marshalling train can be more accurately equivalent subsequently, and the prediction accuracy of the pneumatic noise of the long marshalling train in the scheme is improved.
When the long marshalling train is a non-double-coupled train, the structure may be expressed as a "head car + a plurality of intermediate cars + a tail car", and hereinafter, the non-double-coupled train is referred to as F1 for convenience of description. When the long marshalling train is a double-heading train, the structure of a head train, a plurality of intermediate trains, a double-heading tail train, a double-heading head train, a plurality of intermediate trains and a tail train can be expressed, and the double-heading train is conveniently expressed in the following text and is marked as F2.
In this embodiment, the non-double train is simplified into X short train groups. The first-class short marshalling train is a structure in which a head car, a middle car and a tail car are sequentially connected, namely the first-class short marshalling train can be expressed as 'the head car + the middle car + the tail car', and the first-class short marshalling train is conveniently expressed as f 1.
For the non-double-heading trains, X short marshalling trains are obtained in total, wherein X represents the number of the intermediate trains of the long marshalling train. In the present application, since the intermediate cars having the same outer shape are regarded as the same type, X F1 can be obtained by simplifying F1.
And for the multi-connection train, the multi-connection train can be simplified into X first-class short marshalling trains and 1 second-class short marshalling train. The second type of short-consist train can be represented by a structure of "head car + double-heading tail car + double-heading head car + tail car", and is denoted as f2 for convenience of description. Therefore, after F2 is simplified, X F1 and 1 and F2 can be obtained.
Step S102: and according to the obtained surface pneumatic noise source of each train of each short marshalling train, equivalent surface pneumatic noise sources of each train of the long marshalling train.
The method and the device can calculate the surface pneumatic noise source of each train section of each short marshalling train, and further equate the surface pneumatic noise source of each train section of the long marshalling train.
In a specific embodiment of the present invention, the surface aerodynamic noise source of any train of any short marshalling train may be a surface aerodynamic noise source determined by a large eddy simulation method. The calculation of the surface aerodynamic noise source is carried out by a large vortex simulation method, and the accuracy is high.
In an embodiment of the present invention, step S102 may specifically include:
selecting one type of short marshalling train with the same type of intermediate train as the intermediate train next to the head train from the long marshalling trains, and taking the calculated surface pneumatic noise source of the head train of the short marshalling train as the surface pneumatic noise source of the head train of the long marshalling train;
selecting one type of short marshalling train with the same type of intermediate train as the intermediate train following the tail train from the long marshalling trains, and taking the calculated surface pneumatic noise source of the tail train of the short marshalling train as the surface pneumatic noise source of the tail train of the long marshalling train;
selecting one type of short marshalling train with the type of the intermediate train from X types of short marshalling trains aiming at any intermediate train of the long marshalling train, and taking the calculated surface pneumatic noise source of the intermediate train of the short marshalling train as the surface pneumatic noise source of the intermediate train of the long marshalling train;
and when the long marshalling train is the double-heading train, taking the calculated surface pneumatic noise source of the double-heading tail train of the second-type short marshalling train as the surface pneumatic noise source of the double-heading tail train of the long marshalling train, and taking the calculated surface pneumatic noise source of the double-heading head train of the second-type short marshalling train as the surface pneumatic noise source of the double-heading head train of the long marshalling train.
Specifically, for the head car of F1, F1 having the type of the intermediate car is selected from the X F1 obtained after simplification according to the type of the intermediate car connected to the head car in F1, and then the selected front surface aerodynamic noise source of the head car of F1 is used as the front surface aerodynamic noise source of the head car of F1.
Similarly, for the head car of F2, F1 having the type of the intermediate car is selected from the X F1 obtained after simplification according to the type of the intermediate car connected to the head car in F2, and then the front surface aerodynamic noise source of the head car of F1 is taken as the front surface aerodynamic noise source of the head car of F2.
In the case of the tail car of F1, F1 having the type of the intermediate car is selected from the X F1 obtained after simplification according to the type of the intermediate car connected to the tail car in F1, and then the front surface aerodynamic noise source of the tail car of F1 is taken as the front surface aerodynamic noise source of the tail car of F1.
Similarly, for the trailing vehicle of F2, F1 having the type of the intermediate vehicle is selected from the X F1 obtained after simplification according to the type of the intermediate vehicle connected to the trailing vehicle in F2, and then the front surface aerodynamic noise source of the trailing vehicle of F1 is used as the front surface aerodynamic noise source of the trailing vehicle of F2.
In any of the intermediate cars of F1, F1 having the type of the intermediate car is selected from X F1 obtained by simplification according to the type of the intermediate car of F1, and then the front surface aerodynamic noise source of the intermediate car of F1 is used as the front surface aerodynamic noise source of the intermediate car of F1.
Similarly, for any one of the intermediate vehicles of F2, F1 having the type of the intermediate vehicle is selected from X F1 obtained by simplification according to the type of the intermediate vehicle of F2, and then the front surface aerodynamic noise source of the intermediate vehicle of F1 is taken as the front surface aerodynamic noise source of the intermediate vehicle of F2.
For the double-heading tail car of F2, the calculated surface aerodynamic noise source of the double-heading tail car of F2 was taken as the surface aerodynamic noise source of the double-heading tail car of F2. For the multi-headed vehicle of F2, the calculated surface aerodynamic noise source of the multi-headed vehicle of F2 was used as the surface aerodynamic noise source of the multi-headed vehicle of F2.
In this embodiment, a specific manner of equating the surface pneumatic noise source of each train of the long marshalling train according to the obtained surface pneumatic noise source of each train of each short marshalling train is described in detail, the operation is simple and convenient, and the surface pneumatic noise source of each train of the long marshalling train can be obtained more accurately.
Step S103: and determining the pneumatic noise generated by the surface pneumatic noise source of each train of the long marshalling train at the far-field observation point respectively according to the equivalent surface pneumatic noise source of each train of the long marshalling train and the position of the preset far-field observation point.
Referring to fig. 2a, a schematic diagram of a position relationship between a non-coupled train and a preset far-field observation point in an occasion is shown, and according to equivalent positions of a surface aerodynamic noise source of each train of the long marshalling train and the preset far-field observation point, aerodynamic noise generated by the surface aerodynamic noise source of each train of the long marshalling train at the far-field observation point can be determined.
Taking the head vehicle of FIG. 2a as an example, the position relationship between the source of surface aerodynamic noise and the position Q of the far field observation point of the head vehicle can be represented by a vector RSHIndicating that the source of the aerodynamic noise on the surface of the head car has been derived in step S102, and therefore incorporates this vector RSHThe aerodynamic noise generated by the surface aerodynamic noise source of the head car at the far-field observation point can be obtained and can be expressed as LH。
Accordingly, for the lead vehicle 1 of FIG. 2a, the positional relationship between the source of the aerodynamic noise on the surface of the lead vehicle and the position Q of the far field observation point can be represented by the vector RSM1The aerodynamic noise generated by the surface aerodynamic noise source of the intermediate vehicle at a far-field observation point can be obtained according to the surface aerodynamic noise source, and can be represented as LM1. The rest intermediate vehicles are the same.
Accordingly, for the positional relationship of FIG. 2a to the trailing vehicle, the position Q of the trailing vehicle's surface aerodynamic noise source and the far field observation point, the vector RS can be usedTIndicating that the source of the surface aerodynamic noise of the tailgating vehicle has been derived in step S102, and therefore incorporates this vector RSTThe aerodynamic noise generated by the surface aerodynamic noise source of the tail car at the far-field observation point can be obtained and can be expressed as LT。
Fig. 2b is a schematic diagram of a position relationship between the double-heading train and a preset far-field observation point in an occasion, and the principle of the double-heading train is the same, and the aerodynamic noise generated by the surface aerodynamic noise source of each train section of the long marshalling train at the far-field observation point can be determined based on the vector formed by the position Q of the preset far-field observation point and each train section of the double-heading train in combination with the surface aerodynamic noise source of each train section of the long marshalling train obtained in step S102.
In the foregoing example, the aerodynamic noise generated at the far-field observation point by each of the aerodynamic noise sources on the surface of each train of the long consist train is determined from the perspective of the long consist train according to the aerodynamic noise sources on the surface of each train of the long consist train and the position of the preset far-field observation point. In one embodiment of the invention, the calculation may also be performed from the perspective of a long consist train.
That is, in an embodiment of the present invention, step S103 may specifically be: aiming at any one train in the long marshalling train, determining a short marshalling train used when a surface pneumatic noise source of the train is equivalent, and determining a corresponding target observation position for the short marshalling train; the relative position relationship between the target observation positions corresponding to the short marshalling train and the short marshalling train is consistent with the relative position relationship between the train section in the long marshalling train and the far-field observation point.
Fig. 2c is a schematic diagram showing the relationship between a short marshalling train simplified from a non-double train and the corresponding target observation position in an occasion.
Taking the head car in the long train set of non-coupled trains as an example, it is necessary to determine the short train set of the type used when the surface pneumatic noise source of the head car is equivalent, and determine the target observation position corresponding to the short train set of the type, where the target observation position determined in fig. 2c is denoted as QHThe relative position relationship with the head car of the short-consist train of this type is denoted as RSH. Namely the short marshalling train and the corresponding target observation position QHThe relative position relationship of (3) is consistent with the relative position relationship between the head train and the far-field observation point Q in the long marshalling train, and is a vector RSH. Thereafter, an acoustic analogy algorithm can be followed byThe surface aerodynamic noise source and the vector RS of the short marshalling trainHDetermining the short marshalling train at the target observation position QHAnd the aerodynamic noise generated by the head car in the long consist at the far field observation point Q.
Accordingly, for a trailing car in a long consist of non-coupled trains, it is necessary to determine the type of short consist used when equating to the source of the apparent aerodynamic noise of the trailing car, and to determine the target observation position, denoted Q, corresponding thereto in fig. 2cTAnd the target observation position QTThe positional relationship with this type of short consist should be a vector RSTNamely, the relative position relation between the tail vehicle and the far-field observation point Q in the long marshalling train needs to be kept consistent. Thereafter, the short consist train can be determined at the target observation position QTAnd the aerodynamic noise generated by the trailing car in the long consist at the far field observation point Q.
Correspondingly, for any one intermediate train in the long marshalling trains of the non-double-heading train, it is necessary to determine the short marshalling train of the same type used when the surface pneumatic noise source of the intermediate train is equivalent, and further determine the target observation position corresponding to the short marshalling train in fig. 2c, and in fig. 2c, the target observation positions corresponding to the N intermediate trains are sequentially represented as QM1To QMN. And then, the aerodynamic noise generated by the surface aerodynamic noise source of each intermediate train in the long marshalling train at the far-field observation point Q can be obtained, and the description is not repeated here similarly.
Fig. 2c illustrates a non-coupled train as an example, and for a coupled train, the principle is the same as that, and referring to fig. 2d, a schematic diagram of a relationship between a short marshalling train simplified from the coupled train in an occasion and a corresponding target observation position, and the principle is the same as that described above, that is, for any one train in a long marshalling train, a short marshalling train used when a surface aerodynamic noise source of the train is equivalent is determined, and then a target observation position corresponding to the short marshalling train is determined, and the principle is as follows: the relative position relationship between the short marshalling train and the target observation position corresponding to the short marshalling train needs to be consistent with the relative position relationship between the train section in the long marshalling train and the far-field observation point.
Step S104: and superposing the determined pneumatic noises to obtain the pneumatic noise generated by the long marshalling train at the far-field observation point.
After determining the aerodynamic noise generated by each surface aerodynamic noise source of each train of the long marshalling train at a far-field observation point, the determined aerodynamic noise needs to be superimposed.
In an embodiment of the present invention, considering that the direct summation is simple, but the obtained result is not accurate, therefore, in an embodiment of the present invention, obtaining the aerodynamic noise generated by the long consist train at the far-field observation point may specifically include:
when the long marshalling train is not a double-coupled train, pass
Calculating pneumatic noise generated by the long marshalling train at a far-field observation point;
when the long marshalling train is a double-connected train, pass
Calculating pneumatic noise generated by the long marshalling train at a far-field observation point;
wherein L represents the pneumatic noise generated by the long marshalling train at the far-field observation point, and LHRepresenting aerodynamic noise, L, generated at a far field observation point by a source of surface aerodynamic noise of a head car of a long consist trainTRepresenting aerodynamic noise, L, generated at a far field observation point by a source of surface aerodynamic noise of a tailrace of a long consist trainM1To LMNSequentially represents the aerodynamic noise generated by the surface aerodynamic noise source of the intermediate trains of the long marshalling train at the far field observation point, N represents the number of the intermediate trains of the long marshalling train, and LUHRepresenting aerodynamic noise, L, generated at a far field observation point by a source of surface aerodynamic noise of a multi-headed vehicle of a long consist trainUTRepresenting aerodynamic noise generated by a source of surface aerodynamic noise of a multi-locomotive tail car of a long consist at a far field observation point.
Further, in practical application, after the aerodynamic noise generated by the surface aerodynamic noise source of the reconnection tail vehicle of the long marshalling train at the far field observation point is obtained, the noise reduction design of the train can be carried out based on the aerodynamic noise.
By applying the technical scheme provided by the embodiment of the invention, the middle flow field change condition of the high-speed train tends to be stable, and the flow characteristic of the short marshalling train can reflect the flow characteristic of the long marshalling train, so that the long marshalling train can be simplified into each short marshalling train, the surface pneumatic noise source of each train of the long marshalling train is equivalent according to the obtained surface pneumatic noise source of each train of each short marshalling train, and the equivalent surface pneumatic noise source of each train of the long marshalling train is more accurate. In addition, the calculation period of the scheme of the application is short because only the surface aerodynamic noise source of each train section of each short marshalling train needs to be calculated, and the calculation of the surface aerodynamic noise source is not directly carried out on the long marshalling train. And then, according to the equivalent positions of the surface pneumatic noise sources of all the trains of the long marshalling train and the preset far-field observation points, the pneumatic noise generated by the surface pneumatic noise sources of all the trains of the long marshalling train at the far-field observation points can be determined, and then the pneumatic noise generated by the long marshalling train at the far-field observation points can be obtained by superposing the pneumatic noise. In summary, the scheme of the application can effectively predict the aerodynamic noise of the long marshalling train, and the scheme of the application can realize the rapid prediction of the aerodynamic noise of the long marshalling train due to the small calculation amount.
Corresponding to the above method embodiment, the embodiment of the invention also provides a system for quickly predicting the aerodynamic noise of a long marshalling train, which can be correspondingly referred to above.
Referring to fig. 3, a schematic structural diagram of a system for quickly predicting aerodynamic noise of a long consist train according to the present invention includes:
a simplification module 301, configured to simplify the long marshalling train into each short marshalling train;
a surface pneumatic noise source calculation module 302, configured to equate a surface pneumatic noise source of each train section of the long train consist with the obtained surface pneumatic noise source of each train section of each short train consist;
the pneumatic noise calculation module 303 is configured to determine, according to the equivalent position of the surface pneumatic noise source of each train of the long marshalling train and a preset far-field observation point, a pneumatic noise generated by the surface pneumatic noise source of each train of the long marshalling train at the far-field observation point;
the superposition module 304 is used for superposing the determined pneumatic noises to obtain the pneumatic noises generated by the long marshalling train at the far-field observation point;
the number of train sections of any short marshalling train is not more than 4, and the number of train sections of the long marshalling train is more than 4.
In an embodiment of the present invention, the simplifying module 301 is specifically configured to:
judging whether the long-distance marshalling train is a reconnection train or not;
if not, aiming at each intermediate train of the long marshalling train, establishing a short marshalling train with the type of the intermediate train to obtain X short marshalling trains;
if yes, establishing a first-class short marshalling train with the type of the intermediate train aiming at each intermediate train of the long marshalling train, obtaining X first-class short marshalling trains in total, and establishing 1 second-class short marshalling train;
wherein, X represents the number of the intermediate cars of the long marshalling train, any 1 short marshalling train is a 3 marshalling train with a head car, the intermediate car and a tail car connected in sequence, and the second short marshalling train is a 4 marshalling train with a head car, a double-heading tail car, a double-heading head car and a tail car connected in sequence.
In an embodiment of the present invention, the surface aerodynamic noise source calculation module 302 is specifically configured to:
selecting one type of short marshalling train with the same type of intermediate train as the intermediate train next to the head train from the long marshalling trains, and taking the calculated surface pneumatic noise source of the head train of the short marshalling train as the surface pneumatic noise source of the head train of the long marshalling train;
selecting one type of short marshalling train with the same type of intermediate train as the intermediate train following the tail train from the long marshalling trains, and taking the calculated surface pneumatic noise source of the tail train of the short marshalling train as the surface pneumatic noise source of the tail train of the long marshalling train;
selecting one type of short marshalling train with the type of the intermediate train from X types of short marshalling trains aiming at any intermediate train of the long marshalling train, and taking the calculated surface pneumatic noise source of the intermediate train of the short marshalling train as the surface pneumatic noise source of the intermediate train of the long marshalling train;
and when the long marshalling train is the double-heading train, taking the calculated surface pneumatic noise source of the double-heading tail train of the second-type short marshalling train as the surface pneumatic noise source of the double-heading tail train of the long marshalling train, and taking the calculated surface pneumatic noise source of the double-heading head train of the second-type short marshalling train as the surface pneumatic noise source of the double-heading head train of the long marshalling train.
In one embodiment of the present invention, the surface aerodynamic noise source of any train of any short consist train is a surface aerodynamic noise source determined by a large eddy simulation method.
In an embodiment of the present invention, the pneumatic noise calculating module 303 is specifically configured to:
aiming at any one train in the long marshalling train, determining a short marshalling train used when a surface pneumatic noise source of the train is equivalent, and determining a corresponding target observation position for the short marshalling train; the relative position relationship between the target observation positions corresponding to the short marshalling train and the short marshalling train is consistent with the relative position relationship between the train section in the long marshalling train and the far-field observation point.
In an embodiment of the present invention, the superposition module 304 is specifically configured to:
when the long marshalling train is not a double-coupled train, pass
Calculating pneumatic noise generated by the long marshalling train at a far-field observation point;
when the long marshalling train is a double-connected train, pass
Calculating pneumatic noise generated by the long marshalling train at a far-field observation point;
wherein L represents the pneumatic noise generated by the long marshalling train at the far-field observation point, and LHRepresenting aerodynamic noise, L, generated at a far field observation point by a source of surface aerodynamic noise of a head car of a long consist trainTRepresenting aerodynamic noise, L, generated at a far field observation point by a source of surface aerodynamic noise of a tailrace of a long consist trainM1To LMNSequentially represents the aerodynamic noise generated by the surface aerodynamic noise source of the intermediate trains of the long marshalling train at the far field observation point, N represents the number of the intermediate trains of the long marshalling train, and LUHRepresenting aerodynamic noise, L, generated at a far field observation point by a source of surface aerodynamic noise of a multi-headed vehicle of a long consist trainUTRepresenting aerodynamic noise generated by a source of surface aerodynamic noise of a multi-locomotive tail car of a long consist at a far field observation point.
Corresponding to the above method and system embodiments, the present invention also provides a device for rapidly predicting aerodynamic noise of a long consist train and a computer readable storage medium, which can be referred to in correspondence with the above. The computer readable storage medium has stored thereon a computer program which, when being executed by a processor, implements the steps of the method for fast prediction of aerodynamic noise of a long-consist train according to any of the above embodiments. A computer-readable storage medium as referred to herein may include Random Access Memory (RAM), memory, Read Only Memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art.
The rapid prediction device of aerodynamic noise of a long consist train may include:
a memory for storing a computer program;
a processor for executing a computer program to implement the steps of the method for fast prediction of aerodynamic noise of a long haul train of any of the above embodiments.
It is further noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.
Those of skill would further appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, computer software, or combinations of both, and that the various illustrative components and steps have been described above generally in terms of their functionality in order to clearly illustrate this interchangeability of hardware and software. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the implementation. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention.
The principle and the implementation of the present invention are explained in the present application by using specific examples, and the above description of the embodiments is only used to help understanding the technical solution and the core idea of the present invention. It should be noted that, for those skilled in the art, it is possible to make various improvements and modifications to the present invention without departing from the principle of the present invention, and those improvements and modifications also fall within the scope of the claims of the present invention.
Claims (10)
1. A method for quickly predicting aerodynamic noise of a long-marshalling train is characterized by comprising the following steps:
simplifying the long marshalling train into each short marshalling train;
according to the obtained surface pneumatic noise source of each train of each short marshalling train, equivalent surface pneumatic noise sources of each train of the long marshalling train are obtained;
determining the pneumatic noise generated by the surface pneumatic noise source of each train of the long marshalling train at the far-field observation point according to the equivalent position of the surface pneumatic noise source of each train of the long marshalling train and the preset far-field observation point;
superposing the determined pneumatic noises to obtain the pneumatic noise generated by the long marshalling train at the far-field observation point;
wherein the number of train sections of any one of the short marshalling trains is not more than 4, and the number of train sections of the long marshalling train is more than 4.
2. The method of claim 1, wherein the reducing the long consist train into each short consist train comprises:
judging whether the long-distance marshalling train is a reconnection train or not;
if not, aiming at each intermediate train of the long marshalling train, creating a short marshalling train with the type of the intermediate train to obtain X short marshalling trains;
if yes, establishing a first-class short marshalling train with the type of the intermediate train aiming at each intermediate train of the long marshalling train, obtaining X first-class short marshalling trains in total, and establishing 1 second-class short marshalling train;
wherein, X represents the number of the intermediate cars of the long marshalling train, any 1 short marshalling train is a 3 marshalling train with a head car, an intermediate car and a tail car connected in sequence, and the second short marshalling train is a 4 marshalling train with a head car, a double-heading tail car, a double-heading head car and a tail car connected in sequence.
3. The method of claim 2, wherein the method of quickly predicting aerodynamic noise of each train of the long consist train according to the obtained surface aerodynamic noise source of each train of each short consist train equivalent to the surface aerodynamic noise source of each train of the long consist train comprises:
selecting one type of short marshalling train with the same type of intermediate train as the intermediate train next to the head train from the X types of short marshalling trains, and taking the calculated surface pneumatic noise source of the head train of the short marshalling train as the surface pneumatic noise source of the head train of the long marshalling train;
selecting one type of short marshalling train with the same type of intermediate train as the intermediate train following the tail train from the X types of short marshalling trains, and taking the calculated surface pneumatic noise source of the tail train of the short marshalling train as the surface pneumatic noise source of the tail train of the long marshalling train;
selecting one type of short marshalling train with the type of the intermediate train from X types of short marshalling trains aiming at any intermediate train of the long marshalling train, and taking the calculated surface pneumatic noise source of the intermediate train of the type of the short marshalling train as the surface pneumatic noise source of the intermediate train of the long marshalling train;
and when the long marshalling train is a double-heading train, taking the calculated surface pneumatic noise source of the double-heading tail train of the second type of short marshalling train as the surface pneumatic noise source of the double-heading tail train of the long marshalling train, and taking the calculated surface pneumatic noise source of the double-heading tail train of the second type of short marshalling train as the surface pneumatic noise source of the double-heading tail train of the long marshalling train.
4. The method of claim 1, wherein the source of the surface aerodynamic noise of any one train of any one of the short consist trains is a source of the surface aerodynamic noise determined by a large eddy simulation method.
5. The method of claim 1, wherein the determining the aerodynamic noise generated by the aerodynamic noise source on the surface of each train of the long consist train at the far-field observation point according to the equivalent aerodynamic noise source on the surface of each train of the long consist train and the preset position of the far-field observation point comprises:
for any one train in the long marshalling train, determining a short marshalling train used when a surface pneumatic noise source of the train is equivalent, and determining a corresponding target observation position for the short marshalling train; the relative position relationship between the target observation positions corresponding to the short marshalling train and the short marshalling train is consistent with the relative position relationship between the train in the long marshalling train and the far-field observation point.
6. The method for rapidly predicting the aerodynamic noise of a long consist train according to claim 1, wherein the step of superposing the determined aerodynamic noises to obtain the aerodynamic noise of the long consist train generated at the far-field observation point comprises the following steps:
when the long marshalling train is not a double-coupled train, passing
Calculating aerodynamic noise generated by the long marshalling train at the far-field observation point;
when the long marshalling train is a multi-connected train, passing
Calculating aerodynamic noise generated by the long marshalling train at the far-field observation point;
wherein L represents aerodynamic noise generated by the long consist train at the far field observation point, LHRepresenting aerodynamic noise, L, generated at the far field observation point by a source of surface aerodynamic noise of a head car of the long consistTRepresenting aerodynamic noise, L, generated at the far field observation point by a source of surface aerodynamic noise of a tailrace of the long consistM1To LMNSequentially represents the aerodynamic noise generated by the surface aerodynamic noise source of each intermediate train of the long marshalling train at the far-field observation point, N represents the number of the intermediate trains of the long marshalling train, and LUHRepresenting aerodynamic noise, L, generated at the far field observation point by a source of surface aerodynamic noise of a multi-headed vehicle of the long consistUTRepresenting aerodynamic noise generated by a source of surface aerodynamic noise of a multi-trailer of the long consist at the far field observation point.
7. A system for rapid prediction of aerodynamic noise for a long haul train, comprising:
the simplifying module is used for simplifying the long marshalling train into each short marshalling train;
the surface pneumatic noise source calculation module is used for equivalently generating the surface pneumatic noise source of each train section of the long marshalling train according to the obtained surface pneumatic noise source of each train section of the short marshalling train;
the pneumatic noise calculation module is used for determining the pneumatic noise generated by the surface pneumatic noise source of each train of the long marshalling train at the far-field observation point according to the equivalent surface pneumatic noise source of each train of the long marshalling train and the position of a preset far-field observation point;
the superposition module is used for superposing the determined pneumatic noises to obtain the pneumatic noises generated by the long marshalling train at the far-field observation point;
wherein the number of train sections of any one of the short marshalling trains is not more than 4, and the number of train sections of the long marshalling train is more than 4.
8. The system for rapid prediction of aerodynamic noise of a long consist train according to claim 7, wherein the simplification module is specifically configured to:
judging whether the long-distance marshalling train is a reconnection train or not;
if not, aiming at each intermediate train of the long marshalling train, creating a short marshalling train with the type of the intermediate train to obtain X short marshalling trains;
if yes, establishing a first-class short marshalling train with the type of the intermediate train aiming at each intermediate train of the long marshalling train, obtaining X first-class short marshalling trains in total, and establishing 1 second-class short marshalling train;
wherein, X represents the number of the intermediate cars of the long marshalling train, any 1 short marshalling train is a 3 marshalling train with a head car, an intermediate car and a tail car connected in sequence, and the second short marshalling train is a 4 marshalling train with a head car, a double-heading tail car, a double-heading head car and a tail car connected in sequence.
9. An apparatus for rapidly predicting aerodynamic noise of a long-haul train, comprising:
a memory for storing a computer program;
a processor for executing said computer program to implement the steps of the method for rapid prediction of aerodynamic noise of a long consist train as claimed in any one of claims 1 to 6.
10. A computer-readable storage medium, characterized in that a computer program is stored thereon, which computer program, when being executed by a processor, carries out the steps of the method for fast prediction of aerodynamic noise of a long consist train according to any one of claims 1 to 6.
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