CN113609592B - Method, system and related components for fast prediction of aerodynamic noise of long marshalling train - Google Patents
Method, system and related components for fast prediction of aerodynamic noise of long marshalling train Download PDFInfo
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Abstract
The application discloses a method for rapidly predicting pneumatic noise of a long marshalling train, which comprises the following steps: simplifying long marshalling trains into short marshalling trains; according to the obtained surface pneumatic noise sources of the cars of the short marshalling trains, the surface pneumatic noise sources of the cars of the long marshalling trains are equivalent; according to the equivalent positions of the surface pneumatic noise sources of all the cars of the long marshalling train and the preset far field observation points, determining the pneumatic noise generated by the surface pneumatic noise sources of all the cars of the long marshalling train at the far field observation points; 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 prediction of the pneumatic noise of the long marshalling train can be effectively and quickly carried out. The application also provides a rapid prediction system of the pneumatic noise of the long marshalling train and related components, and the rapid prediction system has 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 the speed of trains increases, the problem of aerodynamic noise in high speed trains becomes more and more pronounced, becoming 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 the train speed, and that train aerodynamic noise will increase dramatically as the train speed increases. Excessive pneumatic noise will cause sound pollution, affecting the normal life of personnel along the railway and the comfort of passengers in the car. Therefore, the noise exceeding standard becomes a main factor for limiting the speed of the train, and the pneumatic noise of the high-speed train is accurately predicted, so that the pneumatic noise exceeding standard is a basis for developing the noise reduction design of the train.
The prediction of the aerodynamic 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 the aerodynamic 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 aerodynamic noise source. In order to obtain accurate information of the pneumatic noise source on the train surface, a large vortex simulation method is usually needed when near-field flow field calculation is performed at present. The large vortex simulation method has high requirements on calculation grids, the large vortex simulation calculation grids of the high-speed train have large quantity and long calculation period, and the large vortex simulation calculation can be carried out only on short marshalling trains of 2-4 trains under the current calculation conditions, so that the large vortex simulation calculation is difficult to carry out on the large vortex with more than 4 trains, and particularly, the large vortex simulation calculation is carried out on the large vortex with 8 or 16 trains on the current long marshalling trains, so that the calculation quantity of the large vortex simulation calculation is particularly high. There is an urgent need to make long consist trains with aerodynamic noise predictions.
In summary, how to effectively predict the pneumatic noise of long marshalling trains is a technical problem that needs to be solved by those skilled in the art.
Disclosure of Invention
The invention aims to provide a method, a system and related components for quickly predicting the aerodynamic noise of a long marshalling train, so as to effectively perform quick prediction of 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 rapid prediction of aerodynamic noise of a long consist train, comprising:
simplifying long marshalling trains into short marshalling trains;
according to the obtained surface pneumatic noise sources of the cars of the short marshalling trains, the surface pneumatic noise sources of the cars of the long marshalling trains are equivalent;
Determining aerodynamic noise generated by each section of the long marshalling train at the far field observation point according to the equivalent surface aerodynamic noise source of each section of the long marshalling train and the position of the preset far field observation point;
Superposing the determined pneumatic noises to obtain pneumatic noises generated by the long marshalling train at the far-field observation point;
wherein the train pitch number of any one of the short marshalling trains is not more than 4, and the train pitch number of the long marshalling train is more than 4.
Preferably, the simplifying the long grouped trains into the respective short grouped trains includes:
Judging whether the long marshalling train is a reconnection train or not;
if not, creating a short marshalling train with the intermediate train type for each intermediate train of the long marshalling train to obtain X short marshalling trains;
If so, creating a class of short marshalling trains with the class of intermediate trains for each intermediate train of the long marshalling trains, obtaining X class of short marshalling trains in total, and creating 1 class of short marshalling trains;
And X represents the category number of intermediate trains of the long marshalling trains, 1 of the short marshalling trains is 3 marshalling trains with head trains, intermediate trains and tail trains connected in sequence, and 4 marshalling trains with head trains, reconnection tail trains, reconnection head trains and tail trains connected in sequence.
Preferably, the method for obtaining the surface pneumatic noise source of each section of the long grouped train according to the obtained surface pneumatic noise source of each section of the short grouped train comprises the following steps:
Selecting one short marshalling train with the same kind of intermediate train as that of the intermediate train immediately following the head train from the X 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 short marshalling train with the same kind of intermediate train as that of the intermediate train immediately following the tail train from the long marshalling trains from X 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 short marshalling train with the category of the intermediate train from X short marshalling trains aiming at any intermediate train of the long marshalling trains, 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;
When the long-group trains are reconnecting trains, the calculated surface pneumatic noise sources of the reconnecting tail trains of the two kinds of short-group trains are used as the surface pneumatic noise sources of the reconnecting tail trains of the long-group trains, and the calculated surface pneumatic noise sources of the reconnecting head trains of the two kinds of short-group trains are used as the surface pneumatic noise sources of the reconnecting head trains of the long-group trains.
Preferably, the surface pneumatic noise source of any one of the short marshalling trains is determined by a large vortex simulation method.
Preferably, the determining, according to the equivalent positions of the surface aerodynamic noise sources of the cars of the long consist train and the preset far field observation points, the aerodynamic noise generated by the surface aerodynamic noise sources of the cars of the long consist train at the far field observation points includes:
for any train in the long marshalling trains, determining a short marshalling train used when the surface pneumatic noise source of the train is equivalent, and determining a corresponding target observation position for the short marshalling train; the relative position relation between the short marshalling train and the target observation position corresponding to the short marshalling train is consistent with the relative position relation between the festival train in the long marshalling train and the far field observation point.
Preferably, the step of superposing the determined aerodynamic noise to obtain aerodynamic noise generated at the far-field observation point by the long marshalling train includes:
When the long marshalling train is not a reconnection train, through Calculating aerodynamic noise generated by the long marshalling train at the far-field observation point;
when the long marshalling train is a reconnection train, the long marshalling train passes through Calculating aerodynamic noise generated by the long marshalling train at the far-field observation point;
Wherein L represents aerodynamic noise generated at the far-field observation point by the long consist train, L H represents aerodynamic noise generated at the far-field observation point by a surface aerodynamic noise source of a head car of the long consist train, L T represents aerodynamic noise generated at the far-field observation point by a surface aerodynamic noise source of a tail car of the long consist train, L M1 to L MN represent aerodynamic noise generated at the far-field observation point by a surface aerodynamic noise source of each section of intermediate car of the long consist train in turn, N represents the number of intermediate cars the long consist train has, L UH represents aerodynamic noise generated at the far-field observation point by a surface aerodynamic noise source of a heavy-train of the long consist train, and L UT represents aerodynamic noise generated at the far-field observation point by a surface aerodynamic noise source of a heavy-train tail car of the long consist train.
A rapid prediction system for aerodynamic noise of a long consist train, comprising:
a simplification module for simplifying the long marshalling train into each short marshalling train;
The surface pneumatic noise source calculation module is used for equivalently obtaining the surface pneumatic noise source of each section of the long grouped train according to the obtained surface pneumatic noise source of each section of the short grouped train;
The aerodynamic noise calculation module is used for determining aerodynamic noise generated by the surface aerodynamic noise sources of the long-marshalling trains at the far-field observation points according to the equivalent positions of the surface aerodynamic noise sources of the long-marshalling trains and the preset far-field observation points;
The superposition module is used for superposing the determined pneumatic noises to obtain the pneumatic noise generated by the long marshalling train at the far-field observation point;
wherein the train pitch number of any one of the short marshalling trains is not more than 4, and the train pitch number of the long marshalling train is more than 4.
Preferably, the simplification module is specifically configured to:
Judging whether the long marshalling train is a reconnection train or not;
if not, creating a short marshalling train with the intermediate train type for each intermediate train of the long marshalling train to obtain X short marshalling trains;
If so, creating a class of short marshalling trains with the class of intermediate trains for each intermediate train of the long marshalling trains, obtaining X class of short marshalling trains in total, and creating 1 class of short marshalling trains;
And X represents the category number of intermediate trains of the long marshalling trains, 1 of the short marshalling trains is 3 marshalling trains with head trains, intermediate trains and tail trains connected in sequence, and 4 marshalling trains with head trains, reconnection tail trains, reconnection head trains and tail trains connected in sequence.
A rapid prediction apparatus of aerodynamic noise of a long consist train, comprising:
A memory for storing a computer program;
a processor for executing the computer program to implement the steps of the method for fast predicting aerodynamic noise of a long consist train as described in any one of the above.
A computer readable storage medium having stored thereon a computer program which when executed by a processor implements the steps of the method for fast prediction of aerodynamic noise of a long consist train of any of the above.
By applying the technical scheme provided by the embodiment of the application, the change condition of the middle flow field of the high-speed train tends to be stable, and the flow characteristic of the short-grouped train can reflect the flow characteristic of the long-grouped train, so that the long-grouped train can be simplified into each short-grouped train, and further, according to the obtained surface pneumatic noise sources of each section of the short-grouped train, the surface pneumatic noise sources of each section of the long-grouped train are equivalent, and the equivalent surface pneumatic noise sources of each section of the long-grouped train are more accurate. In addition, the application only needs to calculate the surface pneumatic noise source of each section of the short marshalling train, rather than directly calculating the surface pneumatic noise source of the long marshalling train, so the calculation period of the scheme of the application is very short. And then, according to the equivalent surface aerodynamic noise sources of all the cars of the long marshalling train and the positions of the preset far field observation points, the aerodynamic noise generated by the surface aerodynamic noise sources of all the cars of the long marshalling train at the far field observation points can be determined, and then the aerodynamic noise generated by the long marshalling train at the far field observation points can be obtained by superposing the aerodynamic noise generated by all the aerodynamic noise sources. In summary, the scheme of the application can effectively predict the pneumatic noise of the long-grouped train, and can realize the rapid prediction of the pneumatic noise of the long-grouped train due to small calculation amount.
Drawings
In order to more clearly illustrate the embodiments of the invention or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, it being obvious that the drawings in the following description are only some embodiments of the invention, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a flow chart of an implementation of a method for fast predicting pneumatic noise of a long marshalling train in the present invention;
Fig. 2a is a schematic diagram of a positional relationship between a non-reconnection train and a preset far-field observation point in an occasion;
fig. 2b is a schematic diagram of a positional relationship between a reconnection train and a preset far-field observation point in an occasion;
FIG. 2c is a simplified schematic diagram of a short consist train versus a corresponding target observation location for a non-reconnection train in one scenario;
FIG. 2d is a schematic diagram of a simplified short consist of a reconnection train with a corresponding target observation position in one scenario;
fig. 3 is a schematic structural diagram of a fast prediction system for aerodynamic noise of a long marshalling train according to the present invention.
Detailed Description
The core of the invention is to provide a rapid prediction method of the aerodynamic noise of a long marshalling train, which can effectively and rapidly predict the aerodynamic noise of the long marshalling train.
In order to better understand the aspects of the present invention, the present invention will be described in further detail with reference to the accompanying drawings and detailed description. It will be apparent that the described embodiments are only some, but not all, embodiments of the invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
Referring to fig. 1, fig. 1 is a flowchart illustrating an implementation of a method for fast predicting aerodynamic noise of a long-consist train according to the present invention, where the method for fast predicting aerodynamic noise of a long-consist train may include the following steps:
step S101: the long consist trains are reduced to individual short consist trains.
In the application, the train pitch number of any short-grouped train is not more than 4, and the train pitch number of the long-grouped train is more than 4.
Since the large vortex simulation calculation can be generally performed only for short marshalling trains of 2-4 cars under the current calculation conditions, the large vortex simulation calculation is difficult to perform for more than 4 cars, and therefore, when the long marshalling trains are simplified into each short marshalling train, the simplified short marshalling trains 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 requirement, and in practical application, the common long marshalling train is usually 8 sections or 16 sections.
In one embodiment of the present invention, step S101 may specifically include:
step one: judging whether the long marshalling train is a reconnection train or not;
if not, executing the step two: for each intermediate train of the long marshalling train, creating a short marshalling train with the intermediate train type, and obtaining X short marshalling trains;
If yes, executing the step three: for each intermediate train of the long marshalling train, creating a class of short marshalling trains with the intermediate train type, obtaining X class of short marshalling trains in total, and creating 1 class of short marshalling trains;
wherein X represents the category number of intermediate trains of long marshalling trains, any 1 short marshalling train is 3 marshalling trains of head train, intermediate train and tail train connected in turn, and the second short marshalling train is 4 marshalling trains of head train, reconnection tail train, reconnection head train and tail train connected in turn.
In the embodiment, considering that the long marshalling trains are generally of two types, namely the reconnection trains and the non-reconnection trains, different simplified modes can be adopted for the two types, so that the surface pneumatic noise sources of all the cars of the long marshalling trains can be more accurately equivalent in the follow-up process, and the prediction accuracy of the pneumatic noise of the long marshalling trains is improved.
When the long marshalling train is a non-reconnection train, the long marshalling train can be expressed as a structure of a head car, a plurality of intermediate cars and a tail car, and the application is convenient to express hereinafter, and the non-reconnection train is denoted as F1. When the long marshalling train is a reconnection train, the long marshalling train can be expressed as a structure of a head car, a plurality of intermediate cars, a reconnection tail car, a reconnection head car, a plurality of intermediate cars and a tail car, and the reconnection train is denoted as F2.
In this embodiment, for non-reconnection trains, it would be reduced to X short consist trains of one type. The short marshalling trains are of a structure that a head car, a middle car and a tail car are sequentially connected, namely the short marshalling trains can be expressed as a head car, a middle car and a tail car, the short marshalling trains are convenient to express, and the short marshalling trains are marked as f1.
For the non-reconnection trains, X kinds of short grouped trains are obtained, and X represents the kinds of intermediate trains of the long grouped trains. In the present application, since intermediate vehicles having the same outer shape are regarded as the same class, X F1 can be obtained by simplifying F1.
For the reconnection trains, the two-way train is simplified into X short marshalling trains of one class and 1 short marshalling train of one class. The second-class short marshalling train can be expressed as a structure of 'head train, heavy-link tail train, heavy-link train and tail train', and is convenient to express, and the second-class short marshalling train is marked as f2. Thus, after simplifying F2, X F1 and F2 can be obtained.
Step S102: and according to the obtained surface pneumatic noise sources of the cars of the short marshalling trains, the surface pneumatic noise sources of the cars of the long marshalling trains are equivalent.
The application can calculate the surface pneumatic noise source of each section of the short marshalling train, and further equivalent the surface pneumatic noise source of each section of the long marshalling train.
In a specific embodiment of the invention, the surface pneumatic noise source of any one of the short marshalling trains can be the surface pneumatic noise source determined by a large vortex simulation method. The calculation of the surface pneumatic noise source is performed by a large vortex simulation method, so that the accuracy is high.
In a specific embodiment of the present invention, step S102 may specifically include:
selecting one short marshalling train with the same kind as the middle train immediately following the head train from the X 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 short marshalling train with the same kind of intermediate train as that of the intermediate train immediately following the tail train from the X 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 short marshalling train with the category of the intermediate train from X short marshalling trains aiming at any intermediate train of the long marshalling trains, 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;
when the long marshalling train is a reconnection train, the calculated surface pneumatic noise source of the reconnection tail car of the two kinds of short marshalling trains is used as the surface pneumatic noise source of the reconnection tail car of the long marshalling train, and the calculated surface pneumatic noise source of the reconnection head car of the two kinds of short marshalling trains is used as the surface pneumatic noise source of the reconnection head car of the long marshalling train.
Specifically, for the head truck of F1, F1 having the type of the intermediate truck is selected from X F1 obtained by simplification according to the type of the intermediate truck connected to the head truck in F1, and then the surface aerodynamic noise source of the head truck of F1 selected is taken as the surface aerodynamic noise source of the head truck of F1.
Similarly, for the head truck of F2, F1 having the type of the intermediate truck is selected from X F1 obtained by simplification according to the type of the intermediate truck connected to the head truck in F2, and then the surface aerodynamic noise source of the head truck of F1 is taken as the surface aerodynamic noise source of the head truck of F2.
In the tail car 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 connected to the tail car in F1, and then the surface aerodynamic noise source of the tail car of F1 is taken as the surface aerodynamic noise source of the tail car of F1.
Similarly, for the tail car of F2, F1 having the type of intermediate car is selected from X F1 obtained by simplification according to the type of intermediate car connected to the tail car in F2, and then the surface aerodynamic noise source of the tail car of F1 is taken as the surface aerodynamic noise source of the tail car of F2.
For any one of the intermediate vehicles of F1, 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 F1, and then the surface aerodynamic noise source of the intermediate vehicle of F1 is taken as the surface aerodynamic noise source of the intermediate vehicle of F1.
Similarly, for any one of the intermediate vehicles 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 F2, and then the surface aerodynamic noise source of the intermediate vehicle of F1 is taken as the surface aerodynamic noise source of the intermediate vehicle of F2.
And for the F2 reconnection tail car, taking the calculated surface aerodynamic noise source of the F2 reconnection tail car as the surface aerodynamic noise source of the F2 reconnection tail car. And for the F2 heavy-duty truck, the calculated surface aerodynamic noise source of the F2 heavy-duty truck is taken as the surface aerodynamic noise source of the F2 heavy-duty truck.
In the embodiment, the specific mode of equivalently obtaining the surface pneumatic noise source of each section of the long marshalling train according to the obtained surface pneumatic noise source of each section of the short marshalling train is described in detail, the operation is simple and convenient, and the surface pneumatic noise source of each section of the long marshalling train can be obtained more accurately.
Step S103: and determining the aerodynamic noise generated by the surface aerodynamic noise sources of the long-marshalling trains at the far-field observation points according to the equivalent positions of the surface aerodynamic noise sources of the long-marshalling trains and the preset far-field observation points.
Referring to fig. 2a, a schematic diagram of a positional relationship between a non-reconnection train and a preset far-field observation point in an occasion is shown, and according to the equivalent positions of the surface aerodynamic noise sources of all the cars of the long-consist train and the preset far-field observation point, the aerodynamic noise generated by the surface aerodynamic noise sources of all the cars of the long-consist train at the far-field observation point can be determined.
Taking the head car of fig. 2a as an example, the positional relationship between the surface aerodynamic noise source of the head car and the position Q of the far-field observation point can be represented by a vector RS H, and the surface aerodynamic noise source of the head car is already obtained in step S102, so that by combining the vector RS H, the 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 represented as L H.
Correspondingly, for the intermediate vehicle 1 connected with the head vehicle in fig. 2a, the position relationship between the surface pneumatic noise source of the intermediate vehicle and the position Q of the far-field observation point can be represented by a vector RS M1, and according to the surface pneumatic noise source, the pneumatic noise generated by the surface pneumatic noise source of the intermediate vehicle at the far-field observation point can be obtained and can be represented as L M1. The rest of the intermediate cars are the same.
Accordingly, for the position relationship between the surface aerodynamic noise source of the tail car and the position Q of the far field observation point in fig. 2a and the tail car, the position relationship may be represented by a vector RS T, and the surface aerodynamic noise source of the tail car has been obtained in step S102, so that, by combining the vector RS T, the aerodynamic noise generated by the surface aerodynamic noise source of the tail car at the far field observation point may be obtained and may be represented as L T.
Referring to fig. 2b, a schematic diagram of a position relationship between a reconnection train and a preset far-field observation point in an occasion is the same as the principle of the reconnection train, and based on a vector formed by a position Q of the preset far-field observation point and each section of the reconnection train, the aerodynamic noise sources of each section of the long-grouped train obtained in step S102 are combined, and the aerodynamic noise generated by each section of the long-grouped train at the far-field observation point can be determined.
In the foregoing example, from the perspective of the long-consist train, the aerodynamic noise generated by the surface aerodynamic noise source of each section of the long-consist train at the far-field observation point is determined according to the positions of the surface aerodynamic noise source of each section of the long-consist train and the preset far-field observation point. In one embodiment of the invention, the calculation may also be performed from the point of view of a long consist train.
That is, in a specific embodiment of the present invention, step S103 may be specifically: for any train in the long marshalling trains, determining a short marshalling train used when the surface pneumatic noise source of the train is equivalent, and determining a corresponding target observation position for the short marshalling train; the relative position relation between the short marshalling train and the target observation position corresponding to the short marshalling train is consistent with the relative position relation between the festival train and the far-field observation point in the long marshalling train.
Referring to fig. 2c, a simplified relationship diagram of a short marshalling train and a corresponding target observation position of a non-reconnection train in an occasion is shown.
Taking the lead car in the long grouped trains of the non-reconnection trains as an example, one type of short grouped trains used when the surface pneumatic noise source of the lead car is equivalent needs to be determined, a target observation position corresponding to the one type of short grouped trains is determined for the one type of short grouped trains, the target observation position determined in fig. 2c is denoted as Q H, and the relative position relation between the target observation position and the lead car of the one type of short grouped trains is denoted as RS H. Namely, the relative position relation between the short marshalling trains and the corresponding target observation positions Q H is consistent with the relative position relation between the head trains in the long marshalling trains and the far field observation points Q, and the relative position relation is vector RS H. Then, according to an acoustic comparison algorithm, through the surface aerodynamic noise source of the short marshalling train and the vector RS H, aerodynamic noise generated by the short marshalling train at the target observation position Q H, namely aerodynamic noise generated by the head train in the long marshalling train at the far-field observation point Q, can be determined.
Correspondingly, for the tail car in the long marshalling train of the non-reconnection train, the short marshalling train of the type used when the surface pneumatic noise source of the tail car is equivalent needs to be determined, and the target observation position corresponding to the short marshalling train is determined in fig. 2c and is denoted by Q T, and the position relationship between the target observation position Q T and the short marshalling train of the type needs to be the vector RS T, namely the relative position relationship between the tail car in the long marshalling train and the far field observation point Q needs to be kept consistent. Then, the aerodynamic noise generated by the short marshalling train at the target observation position Q T, that is, the aerodynamic noise generated by the tail car in the long marshalling train at the far-field observation point Q can be determined.
Correspondingly, for any intermediate train in the long marshalling trains of the non-reconnection trains, the short marshalling train which is used when the surface pneumatic noise source of the intermediate train is equivalent needs to be determined, further, the target observation positions corresponding to the short marshalling trains are determined in fig. 2c, and the target observation positions corresponding to the N intermediate trains are sequentially represented as Q M1 to Q MN in fig. 2 c. The aerodynamic noise generated by the surface aerodynamic noise source of each section of intermediate train in the long marshalling train at the far-field observation point Q can be obtained later, and the same is the same as above, and the description is not repeated here.
Fig. 2c is a schematic diagram of a relationship between a short grouped train simplified by a reconnection train and a corresponding target observation position in an occasion, and the principle is the same as above, that is, for any one of long grouped trains, a short grouped train used when a surface pneumatic noise source equivalent to the one is determined, and then a target observation position corresponding to the short grouped train is determined, for the reconnection train, by taking the non-reconnection train as an example, and referring to fig. 2d, the principle is that: the relative positional relationship between the short-group train and the target observation position corresponding to the short-group train needs to be consistent with the relative positional relationship between the train section and the far-field observation point in the long-group train.
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 the aerodynamic noise generated by the surface aerodynamic noise sources of each section of the long marshalling train at the far-field observation point is determined, the determined aerodynamic noise sources are required to be overlapped.
In one embodiment of the present invention, the pneumatic noise generated by the long consist train at the far field observation point is obtained in one embodiment of the present invention, which may specifically include:
when the long marshalling train is not the reconnecting train, through Calculating aerodynamic noise generated by the long marshalling train at the far-field observation point;
when long marshalling trains are reconnecting trains, the long marshalling trains pass Calculating aerodynamic noise generated by the long marshalling train at the far-field observation point;
Wherein L represents aerodynamic noise generated at far-field observation points of the long consist train, L H represents aerodynamic noise generated at far-field observation points of surface aerodynamic noise sources of head cars of the long consist train, L T represents aerodynamic noise generated at far-field observation points of surface aerodynamic noise sources of tail cars of the long consist train, L M1 to L MN represent aerodynamic noise generated at far-field observation points of surface aerodynamic noise sources of intermediate cars of each section of the long consist train in turn, N represents the number of intermediate cars the long consist train has, L UH represents aerodynamic noise generated at far-field observation points of surface aerodynamic noise sources of heavy-duty train of the long consist train, and L UT represents aerodynamic noise generated at far-field observation points of surface aerodynamic noise sources of heavy-duty train of the long consist train.
Furthermore, in practical application, after the aerodynamic noise generated by the surface aerodynamic noise source of the reconnection tail car of the long marshalling train at the far-field observation point is obtained, the noise reduction design of the train can be developed based on the aerodynamic noise.
By applying the technical scheme provided by the embodiment of the application, the change condition of the middle flow field of the high-speed train tends to be stable, and the flow characteristic of the short-grouped train can reflect the flow characteristic of the long-grouped train, so that the long-grouped train can be simplified into each short-grouped train, and further, according to the obtained surface pneumatic noise sources of each section of the short-grouped train, the surface pneumatic noise sources of each section of the long-grouped train are equivalent, and the equivalent surface pneumatic noise sources of each section of the long-grouped train are more accurate. In addition, the application only needs to calculate the surface pneumatic noise source of each section of the short marshalling train, rather than directly calculating the surface pneumatic noise source of the long marshalling train, so the calculation period of the scheme of the application is very short. And then, according to the equivalent surface aerodynamic noise sources of all the cars of the long marshalling train and the positions of the preset far field observation points, the aerodynamic noise generated by the surface aerodynamic noise sources of all the cars of the long marshalling train at the far field observation points can be determined, and then the aerodynamic noise generated by the long marshalling train at the far field observation points can be obtained by superposing the aerodynamic noise generated by all the aerodynamic noise sources. In summary, the scheme of the application can effectively predict the pneumatic noise of the long-grouped train, and can realize the rapid prediction of the pneumatic noise of the long-grouped train due to small calculation amount.
Corresponding to the above method embodiment, the embodiment of the invention also provides a rapid prediction system of the pneumatic noise of the long marshalling train, which can be mutually correspondingly referred to above.
Referring to fig. 3, a schematic structural diagram of a fast prediction system for aerodynamic noise of a long marshalling train according to the present invention includes:
a simplification module 301 for simplifying the long grouped trains into respective short grouped trains;
The surface pneumatic noise source calculation module 302 is configured to equivalently obtain a surface pneumatic noise source of each section of the long grouped train according to the obtained surface pneumatic noise source of each section of the short grouped train;
the aerodynamic noise calculation module 303 is configured to determine aerodynamic noise generated by each section of the long-grouped train at a far-field observation point by each surface aerodynamic noise source of each section of the long-grouped train according to the equivalent positions of the surface aerodynamic noise sources of each section of the long-grouped train and the preset far-field observation point;
The superposition module 304 is configured to superimpose the determined aerodynamic noise to obtain aerodynamic noise generated at the far-field observation point of the long marshalling train;
wherein the train pitch number of any short marshalling train is not more than 4, and the train pitch number of the long marshalling train is more than 4.
In one embodiment of the present invention, the simplification module 301 is specifically configured to:
Judging whether the long marshalling train is a reconnection train or not;
if not, creating a short marshalling train with the intermediate train type for each intermediate train of the long marshalling train to obtain X short marshalling trains;
If so, creating a class of short marshalling trains with the class of intermediate trains for each intermediate train of the long marshalling trains, obtaining X class of short marshalling trains and creating 1 class of short marshalling trains;
wherein X represents the category number of intermediate trains of long marshalling trains, any 1 short marshalling train is 3 marshalling trains of head train, intermediate train and tail train connected in turn, and the second short marshalling train is 4 marshalling trains of head train, reconnection tail train, reconnection head train and tail train connected in turn.
In one embodiment of the present invention, the surface pneumatic noise source calculation module 302 is specifically configured to:
selecting one short marshalling train with the same kind as the middle train immediately following the head train from the X 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 short marshalling train with the same kind of intermediate train as that of the intermediate train immediately following the tail train from the X 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 short marshalling train with the category of the intermediate train from X short marshalling trains aiming at any intermediate train of the long marshalling trains, 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;
when the long marshalling train is a reconnection train, the calculated surface pneumatic noise source of the reconnection tail car of the two kinds of short marshalling trains is used as the surface pneumatic noise source of the reconnection tail car of the long marshalling train, and the calculated surface pneumatic noise source of the reconnection head car of the two kinds of short marshalling trains is used as the surface pneumatic noise source of the reconnection head car of the long marshalling train.
In one specific embodiment of the invention, the surface pneumatic noise source of any one train of any one short marshalling train is determined by a large vortex simulation method.
In one embodiment of the present invention, the aerodynamic noise calculation module 303 is specifically configured to:
For any train in the long marshalling trains, determining a short marshalling train used when the surface pneumatic noise source of the train is equivalent, and determining a corresponding target observation position for the short marshalling train; the relative position relation between the short marshalling train and the target observation position corresponding to the short marshalling train is consistent with the relative position relation between the festival train and the far-field observation point in the long marshalling train.
In one embodiment of the present invention, the superposition module 304 is specifically configured to:
when the long marshalling train is not the reconnecting train, through Calculating aerodynamic noise generated by the long marshalling train at the far-field observation point;
when long marshalling trains are reconnecting trains, the long marshalling trains pass Calculating aerodynamic noise generated by the long marshalling train at the far-field observation point;
Wherein L represents aerodynamic noise generated at far-field observation points of the long consist train, L H represents aerodynamic noise generated at far-field observation points of surface aerodynamic noise sources of head cars of the long consist train, L T represents aerodynamic noise generated at far-field observation points of surface aerodynamic noise sources of tail cars of the long consist train, L M1 to L MN represent aerodynamic noise generated at far-field observation points of surface aerodynamic noise sources of intermediate cars of each section of the long consist train in turn, N represents the number of intermediate cars the long consist train has, L UH represents aerodynamic noise generated at far-field observation points of surface aerodynamic noise sources of heavy-duty train of the long consist train, and L UT represents aerodynamic noise generated at far-field observation points of surface aerodynamic noise sources of heavy-duty train of the long consist train.
Corresponding to the above method and system embodiments, the present embodiments also provide a fast prediction apparatus of 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 executed by a processor, implements the steps of the method for fast predicting aerodynamic noise of a long consist train in any of the embodiments described above. The computer readable storage medium as described herein includes 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 fast prediction apparatus 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 predicting aerodynamic noise of a long consist train in any of the embodiments described above.
It is further noted that relational terms such as first and second, and the like are 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. Moreover, 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 one … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises an 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 elements and steps are described above generally in terms of functionality in order to clearly illustrate the 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 solution. 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 principles and embodiments of the present invention have been described herein with reference to specific examples, but the description of the examples above is only for aiding in understanding the technical solution of the present invention and its core ideas. It should be noted that it will be apparent to those skilled in the art that various modifications and adaptations of the invention can be made without departing from the principles of the invention and these modifications and adaptations are intended to be within the scope of the invention as defined in the following claims.
Claims (6)
1. A method for rapid prediction of aerodynamic noise of a long consist train, comprising:
simplifying long marshalling trains into short marshalling trains;
according to the obtained surface pneumatic noise sources of the cars of the short marshalling trains, the surface pneumatic noise sources of the cars of the long marshalling trains are equivalent;
Determining aerodynamic noise generated by each section of the long marshalling train at the far field observation point according to the equivalent surface aerodynamic noise source of each section of the long marshalling train and the position of the preset far field observation point;
Superposing the determined pneumatic noises to obtain pneumatic noises generated by the long marshalling train at the far-field observation point;
Wherein the train pitch number of any one of the short marshalling trains is not more than 4, and the train pitch number of the long marshalling train is more than 4;
the simplifying of the long marshalling trains into the respective short marshalling trains includes:
Judging whether the long marshalling train is a reconnection train or not;
if not, creating a short marshalling train with the intermediate train type for each intermediate train of the long marshalling train to obtain X short marshalling trains;
If so, creating a class of short marshalling trains with the class of intermediate trains for each intermediate train of the long marshalling trains, obtaining X class of short marshalling trains in total, and creating 1 class of short marshalling trains;
wherein X represents the category number of intermediate trains of the long marshalling trains, 1 of the short marshalling trains is 3 marshalling trains with head trains, intermediate trains and tail trains connected in sequence, and 4 marshalling trains with head trains, reconnection tail trains, reconnection head trains and tail trains connected in sequence;
According to the obtained surface pneumatic noise source of each section of the short grouped trains, the surface pneumatic noise source of each section of the long grouped trains is equivalent, and the method comprises the following steps:
Selecting one short marshalling train with the same kind of intermediate train as that of the intermediate train immediately following the head train from the X 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 short marshalling train with the same kind of intermediate train as that of the intermediate train immediately following the tail train from the long marshalling trains from X 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 short marshalling train with the category of the intermediate train from X short marshalling trains aiming at any intermediate train of the long marshalling trains, 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;
when the long-group trains are reconnecting trains, taking the calculated surface pneumatic noise sources of the reconnecting tail trains of the two kinds of short-group trains as the surface pneumatic noise sources of the reconnecting tail trains of the long-group trains, and taking the calculated surface pneumatic noise sources of the reconnecting head trains of the two kinds of short-group trains as the surface pneumatic noise sources of the reconnecting head trains of the long-group trains;
And superposing the determined pneumatic noises to obtain the pneumatic noise generated by the long marshalling train at the far-field observation point, wherein the method comprises the following steps of:
When the long marshalling train is not a reconnection train, through Calculating aerodynamic noise generated by the long marshalling train at the far-field observation point;
when the long marshalling train is a reconnection train, the long marshalling train passes through Calculating aerodynamic noise generated by the long marshalling train at the far-field observation point;
Wherein L represents aerodynamic noise generated at the far-field observation point by the long consist train, L H represents aerodynamic noise generated at the far-field observation point by a surface aerodynamic noise source of a head car of the long consist train, L T represents aerodynamic noise generated at the far-field observation point by a surface aerodynamic noise source of a tail car of the long consist train, L M1 to L MN represent aerodynamic noise generated at the far-field observation point by a surface aerodynamic noise source of each section of intermediate car of the long consist train in turn, N represents the number of intermediate cars the long consist train has, L UH represents aerodynamic noise generated at the far-field observation point by a surface aerodynamic noise source of a heavy-train of the long consist train, and L UT represents aerodynamic noise generated at the far-field observation point by a surface aerodynamic noise source of a heavy-train tail car of the long consist train.
2. The method for rapidly predicting aerodynamic noise of a long consist train according to claim 1, wherein the surface aerodynamic noise source of any one of the short consist trains is determined by a large vortex simulation method.
3. The method for quickly predicting aerodynamic noise of a long consist of train according to claim 1, wherein determining aerodynamic noise generated by each section of the long consist of train at the far field observation point according to the equivalent positions of the surface aerodynamic noise sources of each section of the long consist of train and the preset far field observation point comprises:
for any train in the long marshalling trains, determining a short marshalling train used when the surface pneumatic noise source of the train is equivalent, and determining a corresponding target observation position for the short marshalling train; the relative position relation between the short marshalling train and the target observation position corresponding to the short marshalling train is consistent with the relative position relation between the festival train in the long marshalling train and the far field observation point.
4. A rapid prediction system for aerodynamic noise of a long consist train, comprising:
a simplification module for simplifying the long marshalling train into each short marshalling train;
The surface pneumatic noise source calculation module is used for equivalently obtaining the surface pneumatic noise source of each section of the long grouped train according to the obtained surface pneumatic noise source of each section of the short grouped train;
The aerodynamic noise calculation module is used for determining aerodynamic noise generated by the surface aerodynamic noise sources of the long-marshalling trains at the far-field observation points according to the equivalent positions of the surface aerodynamic noise sources of the long-marshalling trains and the preset far-field observation points;
The superposition module is used for superposing the determined pneumatic noises to obtain the pneumatic noise generated by the long marshalling train at the far-field observation point;
Wherein the train pitch number of any one of the short marshalling trains is not more than 4, and the train pitch number of the long marshalling train is more than 4;
The simplification module is specifically used for:
Judging whether the long marshalling train is a reconnection train or not;
if not, creating a short marshalling train with the intermediate train type for each intermediate train of the long marshalling train to obtain X short marshalling trains;
If so, creating a class of short marshalling trains with the class of intermediate trains for each intermediate train of the long marshalling trains, obtaining X class of short marshalling trains in total, and creating 1 class of short marshalling trains;
wherein X represents the category number of intermediate trains of the long marshalling trains, 1 of the short marshalling trains is 3 marshalling trains with head trains, intermediate trains and tail trains connected in sequence, and 4 marshalling trains with head trains, reconnection tail trains, reconnection head trains and tail trains connected in sequence;
the surface pneumatic noise source calculation module is specifically used for:
selecting one short marshalling train with the same kind as the middle train immediately following the head train from the X 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 short marshalling train with the same kind of intermediate train as that of the intermediate train immediately following the tail train from the X 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 short marshalling train with the category of the intermediate train from X short marshalling trains aiming at any intermediate train of the long marshalling trains, 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;
When the long marshalling train is a reconnection train, the calculated surface pneumatic noise source of the reconnection tail car of the second class short marshalling train is used as the surface pneumatic noise source of the reconnection tail car of the long marshalling train, and the calculated surface pneumatic noise source of the reconnection head car of the second class short marshalling train is used as the surface pneumatic noise source of the reconnection head car of the long marshalling train;
the superposition module is specifically configured to:
When the long marshalling train is not a reconnection train, through Calculating aerodynamic noise generated by the long marshalling train at the far-field observation point;
when the long marshalling train is a reconnection train, the long marshalling train passes through Calculating aerodynamic noise generated by the long marshalling train at the far-field observation point;
Wherein L represents aerodynamic noise generated at the far-field observation point by the long consist train, L H represents aerodynamic noise generated at the far-field observation point by a surface aerodynamic noise source of a head car of the long consist train, L T represents aerodynamic noise generated at the far-field observation point by a surface aerodynamic noise source of a tail car of the long consist train, L M1 to L MN represent aerodynamic noise generated at the far-field observation point by a surface aerodynamic noise source of each section of intermediate car of the long consist train in turn, N represents the number of intermediate cars the long consist train has, L UH represents aerodynamic noise generated at the far-field observation point by a surface aerodynamic noise source of a heavy-train of the long consist train, and L UT represents aerodynamic noise generated at the far-field observation point by a surface aerodynamic noise source of a heavy-train tail car of the long consist train.
5. A rapid prediction apparatus of aerodynamic noise of a long marshalling train, comprising:
A memory for storing a computer program;
A processor for executing the computer program to implement the steps of the method for fast prediction of aerodynamic noise of a long consist train as claimed in any one of claims 1 to 3.
6. A computer readable storage medium, characterized in that it has stored thereon a computer program which, when 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 claims 1 to 3.
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