CN114383803B - Wind tunnel test device for aerodynamic characteristics of pseudo-dynamic vehicle-bridge - Google Patents
Wind tunnel test device for aerodynamic characteristics of pseudo-dynamic vehicle-bridge Download PDFInfo
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- CN114383803B CN114383803B CN202210280525.XA CN202210280525A CN114383803B CN 114383803 B CN114383803 B CN 114383803B CN 202210280525 A CN202210280525 A CN 202210280525A CN 114383803 B CN114383803 B CN 114383803B
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Abstract
The invention relates to the technical field of wind tunnel tests, and particularly discloses a wind tunnel test device for aerodynamic characteristics of a quasi-dynamic vehicle-bridge, which comprises a fan, a wind tunnel, a bridge model, a vehicle model, a velocimeter and a dynamometer; the vehicle model is arranged above the bridge model and is positioned in the wind tunnel; the velocimeter is arranged between the fan and the wind tunnel; the dynamometer is installed on the vehicle model; the wind tunnel test device also comprises a synchronous belt device used for simulating the ground effect. The invention adopts the fan and the synchronous belt device to simulate the train wind and ground effect generated by the movement of a high-speed train, the bridge is separated from the train, the vehicle model is kept static in the test process, and the force measurement noise interference caused by the vibration of the vehicle model is avoided; the high-speed fan can test the aerodynamic characteristics of the vehicle under the condition of small wind deflection angle; the invention can also test the six component force of the vehicle under different conditions of wind speed, vehicle speed, wind barrier and the like.
Description
Technical Field
The invention relates to the technical field of wind tunnel tests, in particular to a wind tunnel test device for aerodynamic characteristics of a quasi-dynamic vehicle-bridge.
Background
In the national future transportation planning, high-speed magnetic levitation transportation with 400 kilometers per hour and 600 kilometers per hour is one of important development directions. With the further increase of the vehicle speed, the driving wind-resistant safety of the vehicle becomes a controllability factor. After the vehicle speed increases, the resultant angle of the wind speed and the vehicle speed is a small wind drift angle, typically between 5 degrees and 15 degrees. The mobile vehicle model test device is limited by the width of the wind tunnel, the time of the vehicle under the action of cross wind is very short when the vehicle runs at high speed, and taking the wind tunnel (with the width of 22.5 m) of the southwest university of transportation as an example, the time of the vehicle passing through the cross section of the wind tunnel at the speed of 400km/h is only 0.2s, the airflow cannot be stable in a short time, and the stability of a test result is poor. Meanwhile, if the vehicle runs at a high speed, the requirement on the length of the moving track is high (the length of the ejection track exceeds 100 m), the economic cost is high, and a wind tunnel field capable of realizing the functions is scarce, so the speed of the mobile vehicle model wind tunnel test device is usually low. The small wind deflection angle can be realized by reducing the wind speed, but the Reynolds number is small at the moment, the wind load is small when the wind speed is small, and the test precision is limited. In the method for realizing the wind deflection angle by rotating the axle model, the wind field in the train moving direction is completely inconsistent with the actual situation under the influence of the surrounding flow of the bridge deck. Therefore, the existing wind tunnel test method is difficult to be applied to the aerodynamic characteristic test of high-speed trains and bridges.
Disclosure of Invention
In view of this, the invention provides a wind tunnel test device for aerodynamic characteristics of a quasi-dynamic vehicle-bridge, which aims to improve the test accuracy of a test for aerodynamic characteristics of a high-speed train-bridge.
In order to solve the technical problems, the technical scheme adopted by the invention is as follows: a wind tunnel test device for aerodynamic characteristics of a quasi-dynamic vehicle-bridge comprises a fan, a wind tunnel, a bridge model, a vehicle model, a velocimeter and a dynamometer; the bridge model is arranged in the wind tunnel; the two ends of the wind tunnel along the length direction of the bridge model are provided with openings; two ends of the bridge model extend out of the opening of the wind tunnel; the vehicle model is arranged above the bridge model and is positioned in the wind tunnel; the velocimeter is arranged between the fan and the wind tunnel; the dynamometer is mounted on the vehicle model; the fan is arranged at one end of the wind tunnel, and the air outlet direction of the fan is parallel to the opening direction of the wind tunnel; the wind tunnel test device also comprises a synchronous belt device for simulating the ground effect; the synchronous belt device comprises an annular synchronous belt, and the upper layer of the annular synchronous belt is positioned between the vehicle model and the bridge model; the wind tunnel is provided with transverse wind outlet in the direction vertical to the opening direction; and another velocimeter is arranged between the vehicle model and the transverse air outlet of the wind tunnel.
In some embodiments, the synchronous belt device further comprises a driving wheel, a driven wheel and a driving motor; the driving wheel is in transmission connection with the driving motor; the driving wheel and the driven wheel are respectively in transmission connection with two ends of the annular synchronous belt.
In some embodiments, the driven wheel and the drive motor each have a movable base.
In some embodiments, the shape of the air outlet of the fan is consistent with the shape of the opening of the wind tunnel, or the area of the air outlet of the fan is smaller than the area of the opening of the wind tunnel.
In some embodiments, the shape of the air outlet of the fan and the shape of the opening of the wind tunnel are both circular or rectangular.
In some embodiments, the wind tunnel test apparatus further comprises a grid; the grille is arranged at the air outlet of the fan.
In some embodiments, the wind tunnel test apparatus further comprises a transition table; the transition table is arranged between the fan and the bridge model, and the top of the transition table is flush with the top of the bridge model.
In some embodiments, the wind turbine, the bridge model, the velocimeter and the load cell each have one moveable base.
In some embodiments, the vehicle model is a wheel-track train or a magnetic-levitation train.
Compared with the prior art, the invention has the following advantages and beneficial effects: the bridge model and the vehicle model are supported by the independent support and the independent base, so that the bridge model and the vehicle model are separated, and mutual influence is avoided. The fan simulates the wind effect of a train when the train runs at a high speed, the synchronous belt device simulates the ground effect, the vehicle model keeps static in the whole test process, and force measurement noise interference caused by vibration of the vehicle model is avoided.
The test Reynolds number which can be reached by the fan is larger than that of the wind tunnel test of the existing mobile vehicle model, and the aerodynamic characteristics of the vehicle under the condition of small wind deflection angle can be tested; after different wind speeds (transverse incoming flow) and vehicle speeds (longitudinal incoming flow) are combined, the aerodynamic characteristics of vehicles with different wind drift angles can be tested.
The test device can be suitable for testing the pneumatic characteristics of a moving vehicle model in a high-speed wheel track and high-speed magnetic suspension system; the six-component force of the vehicle under the conditions of different wind speeds, different vehicle speeds, different wind barriers and the like can be tested; in general, the wind tunnel test device has the advantages of simple principle, convenience in operation, low test cost and wide application range.
Drawings
Fig. 1 is a schematic overall structure diagram of a wind tunnel test device according to a first embodiment of the present invention.
Fig. 2 is a sectional structure diagram of A-A in fig. 1.
Fig. 3 is a sectional structure diagram of B-B in fig. 1.
Fig. 4 is a schematic overall structure diagram of the wind tunnel test device according to the second embodiment of the present invention.
Fig. 5 is a sectional structure view of a-a in fig. 4.
Fig. 6 is a sectional structure view of B-B in fig. 4.
FIG. 7 is a schematic view of a wind tunnel according to the present invention.
FIG. 8 is a schematic view of the load cell of the present invention.
Fig. 9 is a schematic view of the arrangement structure of the transition table in the present invention.
The explanation of each reference number in the figure is: the wind tunnel comprises a wind tunnel 1, an opening 2, a fan 3, a grille 4, a fan support 5, a driving wheel 6, a driving wheel support 7, a driven wheel 8, a driven wheel support 9, a driving motor 10, a transmission belt 11, an annular synchronous belt 12, a vehicle model 13, a force measuring balance 14, a balance support 15, a bridge model 16, a bridge support 17, a support 18, a first anemometer 181, a second anemometer 182, a first anemometer support 191, a second anemometer support 192, a transition table 20, a first movable base 211, a second movable base 212, a third movable base 213, a fourth movable base 214, a fifth movable base 215, a sixth movable base 216 and a seventh movable base 217.
Detailed Description
In order to make those skilled in the art better understand the technical solutions of the present invention, the following detailed description is made in conjunction with the accompanying drawings and the detailed description of the present invention.
The first embodiment is as follows:
mainly aims at the structural schematic diagram of the whole device when the vehicle model 13 is a wheel-rail train. The wheel-rail train disclosed by the embodiment of the application is a railway train form which utilizes the interaction between wheels and steel rails to realize the support and the guidance of the train on the rail, such as the current harmonious electric multiple unit and the current renaissance electric multiple unit in China.
As shown in fig. 1 to 3, the wind tunnel test device for aerodynamic characteristics of a quasi-dynamic vehicle-bridge according to the embodiment of the present application includes a fan 3, a wind tunnel 1, a bridge model 16, a vehicle model 13, a velocimeter and a dynamometer.
In the embodiment of the present application, as shown in fig. 1 and 7, the two ends of the wind tunnel 1 in the width direction (i.e., the direction indicated by the X axis in fig. 1 and 7) have openings 2, and the openings 2 are used for guiding wind generated by the fan 3 to the vehicle model 13.
As shown in fig. 1, the fan 3 is disposed at one end of the wind tunnel 1 in the width direction, and the air outlet direction of the fan 3 is parallel to the width direction of the wind tunnel 1, that is, the fan 3 mainly provides longitudinal incoming flow to the train. As shown in the coordinate system of fig. 1, the direction of the longitudinal incoming flow is the same as the direction shown by the X-axis.
Below the wind tunnel 1, a support 18 is provided for supporting the wind tunnel 1.
Generally, the air outlet of the fan 3 needs to be within the area of the opening 2 of the wind tunnel 1.
The motor part of the fan 3 is generally cylindrical, and the air outlet of the customizable fan 3 is a rectangular air outlet and is connected with the motor to form the fan 3. Of course, the air outlet of the fan 3 may be circular according to the general situation.
A grille 4 may be provided at the air outlet of the fan 3 to even out the longitudinal incoming flow simulated by the fan 3, as indicated by P in fig. 1 and 7.
The fan 3 may be mounted on the fan support 5, and the air outlet height of the fan 3 (i.e. the direction indicated by the Y-axis of the coordinate system in fig. 1) may be adjusted by the fan support 5. The blower bracket 5 is fixed to the first movable base 211 so as to change the horizontal position of the blower 3, fix the first movable base 211 after the position is determined, and move the first movable base 211 when the position is changed again.
The bridge model 16 is arranged in the wind tunnel 1, two ends of the bridge model 16 extend out of the opening 2 of the wind tunnel 1, and the extending length needs to ensure the uniformity of airflow in the wind tunnel 1. The vehicle model 13 is arranged above the bridge model 16 and is positioned in the wind tunnel 1.
The bridge model 16 may be fixed on the third movable base 213 through the bridge support 17, the height of the bridge model 16 may be adjusted by the bridge support 17, and the horizontal position of the bridge model 16 may be adjusted by the third movable base 213.
The load cell is mounted on the vehicle model 13 and is located in the wind tunnel 1. It should be noted that in the present embodiment, the vehicle model 13 is supported by the load cell so as to maintain the levitation state, so that there is no contact between the vehicle model 13 and the bridge model 16. As an alternative embodiment, as shown in fig. 3 and 8, the load cell may comprise a load cell balance 14, a balance holder 15 and a fourth moveable mount 214. Among these, the force balance 14 may preferably be a six-component force balance.
In the embodiment of the present application, the vehicle model 13 is a head car, a middle car, and a tail car in sequence, as viewed from the air outlet side of the fan 3 toward the wind tunnel 1. Correspondingly, the three force measuring balances 14 are respectively fixedly embedded in the central positions of the head car, the middle car and the tail car, and also can be directly and fixedly arranged on the surfaces of the head car, the middle car and the tail car, the three force measuring balances 14 are connected with the balance support 15, and the balance support 15 is fixed on the fourth movable base 214. The balance stand 15 can adjust the height of the load cell balance 14, while the fourth movable mount 214 can adjust the horizontal position of the load cell balance 14.
The connection mode between the vehicle model 13 and the force measuring instrument can not only obtain the six-component force of the vehicle model 13, but also fix the vehicle model 13.
The velocimeter is disposed between the fan 3 and the wind tunnel 1, and as shown in fig. 1 and fig. 2, the velocimeter may include a first anemometer 181, a first anemometer bracket 191, and a sixth movable base 216. The first anemoscope 181 is located between the fan 3 and the wind tunnel 1, and is used for recording an air outlet speed of the fan 3. The first anemometer 181 is fixed to a first anemometer support 191, and the first anemometer support 191 can adjust the height of the first anemometer 181. The first anemometer support 191 is fixed to the sixth movable base 216, and the sixth movable base 216 can adjust a horizontal position of the first anemometer support 191.
The wind tunnel test device further comprises a synchronous belt device used for simulating the ground effect. The synchronous belt device comprises an annular synchronous belt 12, wherein the upper layer of the annular synchronous belt 12 is positioned between the vehicle model 13 and the bridge model 16.
Specifically, as shown in fig. 1, the timing belt device includes, in addition to an endless timing belt 12, a drive motor 10, a transmission belt 11, a drive pulley 6, a transmission belt 11, and a driven pulley 8.
The annular synchronous belt 12 penetrates through the wind tunnel 1 and is sleeved on the bridge model 16, meanwhile, two ends of the annular synchronous belt 12 are respectively sleeved on the driving wheel 6 and the driven wheel 8, and the driving wheel 6 and the driven wheel 8 are driven through the annular synchronous belt 12. Two ends of the annular synchronous belt 12 extend out of the opening 2 of the wind tunnel 1, and the extension length of the annular synchronous belt is determined by the sizes of the driving wheel 6 and the driven wheel 8 and the extension length of the beam section of the bridge model 16.
In the embodiment of the present application, the dimensions of the endless timing belt 12, the driving pulley 6, and the driven pulley 8 in the width direction of the bridge model 16 (i.e., the direction indicated by the Z-axis in the coordinate system of fig. 2) are the same as the width of the track corresponding to the vehicle model 13.
The upper strata of annular synchronous belt 12 is located vehicle model 13 with between the bridge model 16, and the upper strata of annular synchronous belt 12 and vehicle model 13 and bridge model 16 all contactless, but the top of bridge model 16 is hugged closely as far as possible to the upper strata of annular synchronous belt 12 to thereby avoid wind to get into between annular synchronous belt 12 and the bridge model 16 and arouse the vibration of annular synchronous belt 12 as far as possible. The lower floor of annular synchronous belt 12 is located under bridge model 16, and the lower floor of annular synchronous belt 12 also contactless with bridge model 16, guarantee that bridge beam supports 17 has installation space to and avoid lower floor's annular synchronous belt 12 vibration contact bridge model 16.
In some embodiments, the driving wheel 6 can be fixed on the fifth movable base 215 by the driving wheel support 7, the driving motor 10 is fixed on the fifth movable base 215, and the driving wheel 6 and the driving motor 10 are in transmission connection by the transmission belt 11.
The driven wheel 8 may be fixed to the second movable base 212 by a driven wheel bracket 9.
In the present embodiment, the capstan support 7 is used for adjusting the height of the capstan 6, and the fifth movable base 215 is used for adjusting the horizontal position of the capstan 6. The driven wheel bracket 9 is used to adjust the height of the driven wheel 8. The second movable base 212 is used to adjust the horizontal position of the driven wheel 8.
The driving wheel 6 is connected with one end of the annular synchronous belt 12 far away from the fan 3 in a transmission manner, and the driven wheel 8 is connected with one end of the annular synchronous belt 12 close to the fan 3 in a transmission manner. Obviously, the positions of the driving wheel 6, the driven wheel 8 and the related components can be changed at will, as long as the driving of the rotation of the endless timing belt 12 is ensured.
The linear velocity of the annular synchronous belt 12 is consistent with the wind velocity of the longitudinal incoming flow generated by the fan 3, and the linear velocity and the wind velocity are the same in direction, so that the ground effect generated when the vehicle moves is simulated as truly as possible.
The reason for adopting the synchronous belt to simulate the train ground effect is that the annular synchronous belt 12 has a constant transmission ratio, high transmission efficiency (up to 98%), stable transmission, no sliding in working, buffering and damping capacity, and low noise. Compared with transmission tools such as a steel wire rope and a belt, the transmission effect of the annular synchronous belt 12 is better, and the ground effect of the vehicle model 13 can be simulated more accurately, so that the test is close to the real situation.
The bridge model 16 adopted in the embodiment of the present application has a uniform cross section (as shown in fig. 7, the cross section may be a rectangle) along the length direction (i.e. the direction indicated by the X axis), and considering that the thickness of the annular timing belt 12 is provided, the thickness of the annular timing belt 12 needs to be subtracted from the design height of the bridge model 16.
In some embodiments, the wind tunnel 1 has a transverse incoming flow in a length direction (i.e., a direction indicated by a Z-axis in fig. 7) capable of acting on the vehicle model 13 and the bridge model 16, as indicated by T in fig. 3 and 7. The lateral incoming flow acts on both the vehicle model 13 and the bridge model 16 to simulate the situation when the train and the bridge encounter natural lateral winds during normal operation.
Another velocimeter is further arranged between the vehicle model 13 and the transverse incoming flow of the wind tunnel 1, and the velocimeter is arranged in the wind tunnel 1 and used for measuring the influence of the transverse incoming flow of the wind tunnel 1 on the vehicle model 13 and/or the bridge model 16. Specifically, as shown in fig. 3, the anemometer includes a second anemometer 182, a second anemometer support 192, and a seventh movable base 217. The second anemometer 182 is located between the vehicle model 13 and the transverse incoming flow of the wind tunnel 1, and the air-out direction of the transverse incoming flow is the direction shown by the Z-axis of the coordinate system in fig. 3 and 7. The second anemometer 182 is fixed on the seventh movable base 217 through the second anemometer support 192, the second anemometer support 192 can adjust the height of the second anemometer 182, and the seventh movable base 217 can adjust the horizontal position of the second anemometer 182.
Before testing, the distance between the air outlet of the fan 3 and the distance between the synchronous belt device and the opening 2 of the wind tunnel 1 are adjusted by moving the fan 3 and the synchronous belt device, the combination of longitudinal incoming flow of the fan 3 and transverse incoming flow of the wind tunnel 1 is optimized, and the stability of a bidirectional wind field in a testing section of a vehicle model 13 is ensured. When the device works, the fan 3 provides longitudinal incoming flow to simulate the speed of a wheel-rail train; the wind tunnel 1 provides a transverse incoming flow and acts on both the bridge model 16 and the vehicle model 13 to simulate a natural transverse wind. The linear speed of the synchronous belt device is consistent with the longitudinal incoming flow of the fan 3, the direction is the same, and the ground effect of the wheel-rail train is simulated. After the first anemometer 181 and the second anemometer 182 record that the time course of the pulsating wind speed is stable, the force measurement data of the force measurement balance 14 is collected and analyzed.
Example two:
as shown in fig. 4 to 6, another wind tunnel test device for aerodynamic characteristics of a pseudo-dynamic vehicle-bridge according to the embodiment of the present application is mainly a structural schematic diagram of the whole device when the vehicle model 13 is a magnetic levitation train. The magnetic suspension train is a normally-conductive high-speed magnetic suspension train, and utilizes electromagnetic attraction to realize suspension and guidance between a vehicle and a track without contact between the rails. For example, the TR08 train on the demonstration operation line of the magnetic-levitation train on the sea in China, the 600km/h high-speed magnetic train on the off-line of the Qingdao 2021 and the like.
The second embodiment is substantially the same as the first embodiment in terms of structural arrangement, except that: the concrete form of the vehicle model 13 is different; the specific form of the bridge model 16 is different; the setting positions of the fans 3 are different; the synchronous belt device is arranged in different modes. Moreover, the second embodiment further has one more transition table 20 than the first embodiment. The specific differences are detailed as follows:
the specific form of the vehicle model 13 differs: as shown in fig. 1 and fig. 3, in the first embodiment, the vehicle model 13 is a wheel-rail train. As shown in fig. 4 and 6, the vehicle model 13 in the second embodiment is a maglev train.
The bridge model 16 differs in the specific form: corresponding to the vehicle model 13, as shown in fig. 2 and 3, in order to adapt to a wheel-rail train, the bridge model 16 in the first embodiment is a simply supported box beam. As shown in fig. 5 and fig. 6, in order to adapt to a maglev train, the bridge model 16 in the second embodiment is a magnetic levitation track beam.
The setting positions of the fans 3 are different: as shown in fig. 1, in the first embodiment, the lower edge of the air outlet of the fan 3 may be located on the bridge deck of the bridge model 16. At this time, the driven wheel 8 may be disposed below the fan 3, so that the upper layer of the annular synchronous belt 12, the lower edge of the air outlet of the fan 3 and the bridge surface of the bridge model 16 are in a straight line, and it is ensured that the wind energy discharged longitudinally of the fan 3 uniformly reaches the wind tunnel 1.
As shown in fig. 4, in the second embodiment, since the maglev train operates in a rail-holding manner, the lower edge of the air outlet of the fan 3 needs to be disposed at the lower edge of the rail-holding of the vehicle model 13 and below, and therefore the driven wheel 8 of the synchronous belt device appears in the air outlet area of the fan 3. In order to avoid the interference of the driven wheel 8 with the longitudinal incoming flow provided by the fan 3, a transition table 20 needs to be disposed between the air outlet of the fan 3 and the end of the bridge model 16 near the air outlet of the fan 3 to guide the longitudinal incoming flow of the fan 3 to uniformly reach the wind tunnel 1.
As for the transition platform 20, as shown in fig. 4 and 9, the transition platform 20 is fixed at the bottom of the air outlet of the fan 3 and extends to the end of the bridge model 16 close to the air outlet of the fan 3, and the length of the transition platform can be determined by the distance between the air outlet of the fan 3 and the end of the bridge model 16. The outer contour of the transition table 20 is simplified from the cross section of the bridge model 16, and the general shape thereof can be a cuboid, the bottom of the transition table has no bottom cover so as to cover the driven wheel 8, and the end part of the transition table close to the bridge model 16 has no sealing plate so as to facilitate the transmission of the annular synchronous belt 12. The transverse width (the direction shown by the Z axis) of the transition table 20 is ensured to be just capable of sleeving the width of the annular synchronous belt 12, and the height of the transition table is equal to the height of the bridge model 16 plus the thickness of an upper layer of the annular synchronous belt 12.
The testing steps and principles of the second embodiment are the same as those of the first embodiment, and are not described herein again.
The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
The above-described preferred embodiments should not be taken as limiting the invention, which is to be limited only by the scope of the appended claims. It will be apparent to those skilled in the art that various modifications and adaptations can be made without departing from the spirit and scope of the invention, and these modifications and adaptations should be considered within the scope of the invention.
Claims (9)
1. A wind tunnel test device for aerodynamic characteristics of a quasi-dynamic vehicle-bridge is characterized in that: the wind tunnel test device comprises a fan (3), a wind tunnel (1), a bridge model (16), a vehicle model (13), a velocimeter and a dynamometer;
wherein the bridge model (16) is arranged in the wind tunnel (1); the wind tunnel (1) is provided with openings (2) at two ends along the length direction of the bridge model (16); two ends of the bridge model (16) extend out of the opening (2) of the wind tunnel (1);
The vehicle model (13) is arranged above the bridge model (16) and is positioned in the wind tunnel (1);
the velocimeter is arranged between the fan (3) and the wind tunnel (1);
the load cell is mounted on the vehicle model (13);
the fan (3) is arranged at one end of the wind tunnel (1), and the air outlet direction of the fan (3) is parallel to the direction of the opening (2) of the wind tunnel (1);
the wind tunnel test device also comprises a synchronous belt device for simulating the ground effect; the synchronous belt device comprises an annular synchronous belt (12), and the upper layer of the annular synchronous belt (12) is positioned between the vehicle model (13) and the bridge model (16);
the wind tunnel (1) has transverse wind outlet in the direction vertical to the direction of the opening (2); and another velocimeter is arranged between the vehicle model (13) and the transverse air outlet of the wind tunnel (1).
2. The wind tunnel test device for aerodynamic characteristics of a pseudo-dynamic vehicle-bridge according to claim 1, wherein: the synchronous belt device also comprises a driving wheel (6), a driven wheel (8) and a driving motor (10); the driving wheel (6) is in transmission connection with the driving motor (10);
The driving wheel (6) and the driven wheel (8) are respectively in transmission connection with two ends of the annular synchronous belt (12).
3. The wind tunnel test device for aerodynamic characteristics of a pseudo-dynamic vehicle-bridge as claimed in claim 2, wherein: the driven wheel (8) and the driving wheel (6) are respectively provided with a movable base.
4. The wind tunnel test device for aerodynamic characteristics of a pseudo-dynamic vehicle-bridge according to claim 1, wherein: the shape of the air outlet of the fan (3) is consistent with that of the opening (2) of the wind tunnel (1), or the area of the air outlet of the fan (3) is smaller than that of the opening (2) of the wind tunnel (1).
5. The wind tunnel test device for aerodynamic characteristics of a pseudo-dynamic vehicle-bridge according to claim 4, wherein: the shape of the air outlet of the fan (3) and the shape of the opening (2) of the wind tunnel (1) are both circular or rectangular.
6. The wind tunnel test device for aerodynamic characteristics of a pseudo-dynamic vehicle-bridge according to claim 1, wherein: the wind tunnel test device also comprises a grating (4); the grille (4) is arranged at an air outlet of the fan (3).
7. The wind tunnel test device for aerodynamic characteristics of a pseudo-dynamic vehicle-bridge according to claim 1, wherein: the wind tunnel test device also comprises a transition table (20); the transition table (20) is arranged between the fan (3) and the bridge model (16), and the top of the transition table (20) is flush with the top of the bridge model (16).
8. The wind tunnel test device for aerodynamic characteristics of a pseudo-dynamic vehicle-bridge according to claim 1, characterized in that: the fan (3), the bridge model (16), the velocimeter and the dynamometer are respectively provided with a movable base.
9. The wind tunnel test device for aerodynamic characteristics of a pseudo-dynamic vehicle-bridge according to claim 1, characterized in that: the vehicle model (13) is a wheel-track train or a magnetic-levitation train.
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