CN116882311A - Computational fluid dynamics determination method for normalized working attack angle of lift wing of high-speed train - Google Patents
Computational fluid dynamics determination method for normalized working attack angle of lift wing of high-speed train Download PDFInfo
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Abstract
The utility model discloses a computational fluid dynamics determination method of a normalized working attack angle of a lift wing of a high-speed train, which takes the lift wing arranged on the roof of the next generation of high-speed train with the speed of 400+km per hour as a research object, wherein the lift wing has a wing section structure with a convex upper part and a flat lower part; based on a computational fluid dynamics calculation method, a multi-index mathematical model is constructed from lift wing aerodynamic characteristics and lift resistance characteristics corresponding to different attack angles by taking a high-speed railway limit as a constraint condition, evaluation and analysis are carried out, and a high-speed train lift wing normalized working attack angle adapting to the speed grade range in the limit condition is determined. The computational fluid dynamics determination method of the normalized working attack angle of the lift wing of the high-speed train can provide a typical reference scheme for scientific selection and installation layout of the lift wing assembled on the high-speed train at the present stage, and meanwhile, the problems of low applicability, difficult real-vehicle online test, high test cost and the like of the existing lift wing selection of the high-speed train can be effectively solved.
Description
Technical Field
The utility model relates to the field of rail transit equipment manufacturing and train aerodynamics, in particular to a computational fluid dynamics determination method for a normalized working attack angle of a lift wing of a high-speed train.
Background
On the basis of analyzing the development status of the world high-speed trains and the high-speed trains in China, the next-generation high-speed motor train unit has obvious generation characteristics in 6 aspects of higher speed, safer, more environment-friendly, more economical, more comfortable and more friendly, wherein the higher speed is reflected in the aspects of deeply optimizing and improving the track relationship and the bow net relationship, further reducing the running resistance of the trains and the overall light-weight design, realizing the business operation with the speed per hour of 400+km, and forming a pedigree product; the safety is embodied in the intelligent train operation safety guarantee of continuously improving the full life cycle and the comprehensive early warning monitoring; the environment protection is realized by further improving the environment protection index, wherein the running resistance is reduced by 5-10%, the energy consumption is reduced by 10-15%, the environmental noise in a carriage is reduced by 3-5dB, and meanwhile, new materials and structural design application in the fields of high efficiency, light weight and the like are increased, so that the axle weight is reduced by 5-10%; the method is more economical, is embodied in a deepened intelligent technology, improves fault prediction and health management, reduces the expected total life cycle cost by 10-15% compared with the existing high-speed motor train unit, and improves the usability by 5-10%.
With further improvement of expected design running speed, high-speed train running traction energy consumption is continuously increased, wheel rail abrasion is further increased, vehicle body vibration and wheel rail dynamics problems are more prominent, train aerodynamic effects are more obvious, and the process inevitably faces train running safety problems under working conditions such as traction power supply resource shortage, compression and service life reduction of key running parts of a train, pneumatic noise and pneumatic resistance surge, and the like. In order to reduce the cost of the whole life cycle of the train under the higher-speed running condition, the high-speed train concept with lifting wings is researched and provided, the pneumatic appearance design concept of the traditional high-speed train is broken through, and the advantages of the high-speed train and the aircraft are combined so as to realize the whole energy conservation and consumption reduction of the high-speed train by increasing the pneumatic lifting force of the train.
The design concept of a pneumatic suspension train is provided at the earliest of the university of northeast China in the year of 20 th century, ground effect wings are arranged near the ground to increase lift for providing lift for the train, preliminary design research is carried out on wing profiles used by the pneumatic suspension train, the carrying economic efficiency is considered to be higher than that of a magnetic suspension train and a high-speed civil airliner, experimental models of the pneumatic suspension train are manufactured, a conceptual design scheme for adding the lift wings is provided, and wing imitation wings are arranged on the side surfaces of the roof and the bottom of the train, and some optional wing profiles are provided.
In the aspect of selection and application of the wing profile, a great deal of research is also carried out at the present stage, and the difference between the NACA0015 wing profile in the wind tunnel environment is found to be mainly caused by the difference of the airflow separation positions of the wing profiles from the numerical simulation research and test result comparison of the NACA0015 wing profile; in the aerodynamic characteristic numerical simulation research of NACA0015 airfoil under different angles of attack, the stall phenomenon of the airfoil under the angle of attack of more than 10 degrees is found; the wind tunnel test is used for researching the change rules of lift force and resistance of the two-dimensional NACA4412 airfoil at different angles of attack and different flying heights (the distance between a lift force wing and a roof), and the suction loss of the upper surface can be caused when the airfoil approaches the ground at each angle of attack; in the experimental study of aerodynamic characteristics of various airfoils under the condition of low Reynolds number, the airfoil with excellent aerodynamic characteristics and airfoil lift force change rules under different attack angles are obtained.
The related researches show that the aerodynamic design of the wing profile directly relates to the merits and merits of aerodynamic characteristics of the high-speed train, and the design of the lift wing with good aerodynamic characteristics is a key of the lift wing train technology. Up to now, around this goal, various designs such as a telescopic wing device for aerodynamic force regulation of a high-speed train, a high-speed train and a control method are proposed in researches, wherein the design is issued with the grant bulletin number of CN113602299B, the grant bulletin number of CN210133111U, the chinese patent of a wing lift force control mechanism of a high-speed rail transit train, a wing device of a high-speed train disclosed in the grant bulletin numbers of CN202175052U and CN202175053U, and the like. But is not fully combined with the development practice of the high-speed train in general, and is basically in a blank state in the aspects of a lift wing type selection method, a structural design scheme, an installation arrangement form, a control mode, actual vehicle application and the like.
Based on the above, under the background of large development of high-speed intelligent green railway equipment in China at the present stage, the development and selection of the high-speed train lifting wing which is suitable for the constraint of railway limit at the present stage has obvious lifting effect, small resistance coefficient, small pneumatic noise and small installation space, and is one of the problems to be solved in the prior high-speed train lifting wing for accelerating running and implementing energy conservation and consumption reduction development green railway equipment.
Disclosure of Invention
Aiming at the standard limit of the high-speed railway and the standard motor train unit at the current stage of China, the utility model provides a computational fluid dynamics determination method for the normalized working attack angle of the lift wing of the high-speed train, which has obvious lift-increasing effect, small resistance coefficient, small pneumatic noise and small installation space and is suitable for the limit constraint of the railway at the current stage.
In order to achieve the technical purpose, the utility model adopts the following technical scheme:
the computational fluid dynamics determination method for the normalized working attack angle of the lift wing of the high-speed train is characterized by comprising the following steps of: the method takes a lift wing arranged on the roof of a next generation high-speed train with the speed per hour of 400+km as a study object, wherein the lift wing has an upwardly convex and downwardly flat wing section structure; constructing a multi-index mathematical model from lift wing aerodynamic characteristics and lift resistance characteristics corresponding to different attack angles based on a computational fluid dynamics calculation method by taking a high-speed railway limit as a constraint condition, evaluating and analyzing the multi-index mathematical model, and determining a normal working attack angle of the lift wing of the high-speed train adapting to the speed grade range in the limit condition; the computational fluid dynamics determination method of the normalized working attack angle of the lift wing of the specific high-speed train comprises the following steps:
1) Establishing a multi-station fluid dynamics calculation model of the lift wing of the high-speed train:
11 Geometric model): explicitly calculating a motor train unit model and a lift wing model meeting the limit conditions;
111 Determining a motor train unit geometric model): selecting a geometric model of 8 groups of motor train units with 1 to 1 standard according to the appearance structure of the motor train unit with Chinese standard;
112 Determining a lift wing geometry model: the lifting wing is of an upwardly convex and downwardly flat airfoil section structure, wherein the maximum airfoil section chord length in the middle of the lifting wing is 1200mm, and the maximum thickness is 300mm; the upper part of the transverse section of the lift wing is gradually thinned in a transitional way from the middle to the wing sections at the left side and the right side, the transverse sides of the lift wing are symmetrically designed, the vertical projection surface is rectangular, the transverse length of the rectangular is 1800mm, and the width dimension of the rectangular in the vertical projection surface is equal to the chord length of the maximum wing section at the middle of the lift wing when the lift wing is placed at an attack angle of 0 degree;
113 Determining a single object assembly model with high speed train lift wings: the method comprises the steps of specifically selecting the air pressure distribution condition of a high-speed train in a longitudinal symmetrical plane under the condition of calculating a speed grade, judging and selecting a section range (S) with a relatively stable longitudinal flow field structure at the upper part of the top of the high-speed train in a zoning manner; in the section range, a single group of lift wings are installed in a stable section range (S1) at the upper part of the top of the high-speed train head train as a research object;
12 Hydrodynamic finite element calculation model):
121 Setting a mathematical model: the set calculation adopts a viscous compressible Navier-Stokes equation, and the turbulence simulation adoptsk-ωThe turbulence model adopts a discretization method of limited volume, discrete items adopt a second-order implicit format, and convection items adopt a second-order windward and bounded center format;
122 Determining a computational domain: taking the total train length (L) of the standard 8-group motor train unit geometric model with single-row lifting wings as a reference object, and creating a cuboid external flow field calculation domain with the length of 4 times of the total train length (L), the width of 2 times of the total train length (L) and the height of 1 time of the total train length (L); the high-speed train calculation model with the lifting force wing is positioned in the middle of the symmetrical boundary of the cuboid external flow field calculation domain, wherein the distance between the nose tip of the high-speed train and the front side surface of the external flow field is 1 time of the total length (L) of the train, the distance between the nose tip of the tail train and the rear side surface of the external flow field is 2 times of the total length (L) of the train, and the distance between the bottom surface of the train body of the high-speed train calculation model with the lifting force wing and the lower bottom surface of the external flow field is 0.4m;
123 Calculating settings: the grid division adopts unstructured grids, wherein for the areas with prominent flow field changes such as the head car, the tail car, the fluid-solid contact surface, the periphery of the lifting wing and the like of the high-speed train, the processing mode of matching and overlapping global and local grids is adopted, the calculated turbulence intensity is set to be 0.5%, and the residual error value range is 10 -6 ~10 -4 ；
2) And (3) analyzing and calculating the maximum lift resistance of the lift wing:
21 Calculating the operating mode selectionSelecting: different angles of attack of lift wings of the high-speed train with single group of lift wings determined in step 1)γSetting the calculated wind speed as 450km/h and the lifting height of the lifting wing as 0.4m for a study object; at the angle of attackγIn the range of 0-30 degrees, carrying out aerodynamic characteristic analysis of the lift wing by taking a change gradient of less than or equal to 5 degrees as a change gradient;
22 Calculating aerodynamic forces exerted on the lifting wing under multiple working conditions: according to the calculation result of the step 21), sequentially introducing the attack angles of the Kuang Shengli wings into the same coordinate systemγ-the aerodynamic lift to be exertedF L And aerodynamic dragF D Changing scattered points; on the basis, respectively constructing aerodynamic lift force by utilizing quadratic polynomial curve fittingF L And aerodynamic dragF D With respect to angle of attackγThe general relation of (2) is:
aerodynamic liftF L With respect to angle of attackγIs defined by the general relation:F L =-a w γ 2 +b w γ+c w (1)
pneumatic resistanceF D With respect to angle of attackγIs defined by the general relation:F D =-a m γ 2 +b m γ+c m (2)
in the formulas (1) and (2),a w 、b w 、c w 、a m 、b m 、c m are all greater than 0 and are coefficients related to the running speed, the attack angle and the lifting height;
wherein the quadratic polynomial fit is used for aerodynamic liftF L And aerodynamic dragF D With respect to angle of attackγAdopts R to the accuracy degree of the general relation of 2 Error judgment is carried out on the value, and R needs to be satisfied 2 Not less than 0.96, and if the condition is not met, adjusting the relevant setting parameters of the multi-working fluid dynamics calculation model of the lift wing of the high-speed train in the step 1), or adopting a higher order polynomial functionFitting calculation until the condition is satisfied:
23 Constructing a maximum lift-drag difference function model:
the maximum lift resistance difference function of the lift wing is constructed as follows: go (L)F(γ)=F L -F D =-(a w -a m )γ 2 +(b w -b m )γ+c w -c m (3) Solving the main aspectsF(γ) Corresponding angle of attack when' =0γ 0 The value is the attack angle value corresponding to the maximum rising resistance difference;
3) And (3) analyzing and calculating lift wing lift resistance characteristics:
31 Building a functional model of the drag coefficient with respect to the angle of attack: constructing the lift coefficient of the lift wing on the basis of the step 2)C L Coefficient of resistanceC D Angle of attackγThe general relation of (2) is:
lift coefficient of lift wingC L Angle of attackγIs defined by the general relation:C L =(-a wl γ 2 +b wl γ+c wl )/(ckcosγ) (4)
drag coefficient of lift wingC D Angle of attackγIs defined by the general relation:C D =(-a md γ 2 +b md γ+c md )/A D (γ) (5)
in the formulas (4) and (5),a wl 、b wl 、c wl 、a md 、b md 、c md all are greater than 0, and are related to the running speed, the air parameter, the lift force, the attack angle and the like;A D (γ) Is the longitudinal projection area of the lifting wing, is the angle of attackγA related functional formula, wherein,cfor the chord length of the lifting airfoil,kthe transverse extension of the lift wing in the limit is realized;
32 At the angle of attack according to formula (4) and formula (5)γIn the range of 0-30 deg, the gradient of less than or equal to 5 deg is used to make the lift coefficient of lift wingC L And lift wing drag coefficientC D Is calculated;
33 Building a functional model of lift coefficient and drag coefficient of the lift wing: the different angles of attack calculated in step 32) are each calculated in Cartesian coordinatesγCorresponding lift coefficient of lift wingC L On the ordinate, with the drag coefficient of the lifting wingC D For the abscissa, a quadratic polynomial curve is adopted to fit that the lift coefficient and the drag coefficient of the lift wing of the high-speed train approximately meet a parabolic relation function relation, and the method is expressed as follows:
C D =k 1 C 2 L + k 2 C L + C D 0 (6)
in the formula (6), the amino acid sequence of the compound,C D0 zero liter drag coefficient, namely the drag coefficient corresponding to the lift coefficient of 0;k 1 ，k 2 is a coefficient;
34 Based on the functional relation of the lift coefficient and the drag coefficient of the lift wing of the high-speed train determined in the step 33), the lift-drag ratio is introducedKDefined as the lift coefficient of the lift wingC L Coefficient of resistanceC L The ratio is that:
K=C L /C D (7)
35 Determining the maximum aerodynamic efficiency of the lift wing: in the Cartesian coordinate system modeled in step 33), a tangent line and a tangent point of the lift-drag characteristic curve are made through the origin (0, 0)K max (C LM , C DM ) Is the maximum lift-drag ratioK max (C LM , C DM ) The method meets the following conditions:
C LM /(k 1 C 2 LM +k 2 C LM + C D0 )=1/C′ DM (C LM )=1/(2k 1 C LM +k 2 ) (8)
corresponding to the combined solution of the maximum aerodynamic efficiency of the lift wingC LM And (3) withC DM Is a value of (2); in the Cartesian coordinate system modeled in step 33), according to the calculated maximum aerodynamic efficiency of the lift wingC LM And (3) withC DM Is used for solving the corresponding attack angle by adopting an interpolation methodγ 1 The value is the attack angle value corresponding to the maximum aerodynamic efficiency;
4) Determining a normalized working attack angle of a lift wing of the high-speed train:
41 According to the maximum rising resistance difference function model obtained in the step 2), meeting the attack angle value corresponding to the maximum rising resistance differenceγ 0 Step 3) the attack angle value corresponding to the maximum aerodynamic efficiency obtained by the lift wing lift resistance characteristic modelγ 1 Judging error conditions of the two:
│γ 1- γ 0 │/γ 1 ≤0.0625 (9)
42 If the error condition shown in the formula (9) in the step 41) is satisfied, the attack angle value corresponding to the maximum aerodynamic efficiency is obtained by the lift wing lift resistance characteristic model in the step 3)γ 1 Working an attack angle for a lift wing of the high-speed train in a normal state; and (3) when the error condition shown in the formula (9) is not satisfied, readjusting the precision of the related calculation model or the construction method of the function model, and circularly calculating.
Preferably, in step 113), the single-group lifting wing mounting position is selected to be within a range of 2.5 to 5m after the front end streamline type tail end connection part of the cab of the head car of the high-speed train is longitudinally.
Preferably, the high-speed railway limit is a standard limit range of the China high-speed railway, including limit of railway construction limit, bridge and tunnel limit and vehicle limit, and the vehicle limit is a space limit according to the transverse cross section outline of the China standard motor train unit.
The beneficial effects of the utility model are as follows: the computational fluid dynamics determination method of the normalized working attack angle of the lift wing of the high-speed train can provide a typical reference scheme for scientific selection of the assembled lift wing of the high-speed train at the present stage, effectively fill the technical blank in the aspect, and effectively solve the problems of low applicability, difficult real-vehicle test, high cost and the like of the existing lift wing selection of the high-speed train.
Drawings
FIG. 1 is a flow chart of a computational fluid dynamics determination method of a normalized working attack angle of a lift wing of a high-speed train;
FIG. 2 is a schematic view of the mounting arrangement of the lift wing of the present utility model in accommodating the effective installation space on the roof of a high speed train;
FIG. 3 is a schematic view of the effective layout space of the upper roof portion of the lift wings of the present utility model within the confines of a railway;
FIG. 4 is a schematic view of the lift wing of the present utility model in a longitudinally mounted layout adapted to a roof of a train;
FIG. 5 is a graph of aerodynamic forces and aerodynamic coefficients corresponding to different angles of attack of a lift wing of the present utility model;
FIG. 6 is a graph of lift-drag characteristics and moment curves of a lift wing of the present utility model.
Description of the embodiments
The utility model is further described below with reference to the accompanying drawings:
as shown in fig. 1, 2 and 3, the computational fluid dynamics determination method of the normalized working attack angle of the lift wing of the high-speed train takes the lift wing distributed on the roof of the high-speed train with the speed of 400+km in the next generation as a study object, wherein the lift wing has a wing section structure with a convex upper part and a flat lower part; constructing a multi-index mathematical model from lift wing aerodynamic characteristics and lift resistance characteristics corresponding to different attack angles based on a computational fluid dynamics calculation method by taking a high-speed railway limit as a constraint condition, evaluating and analyzing the multi-index mathematical model, and determining a normal working attack angle of the lift wing of the high-speed train adapting to the speed grade range in the limit condition; the computational fluid dynamics determination method of the normalized working attack angle of the lift wing of the specific high-speed train comprises the following steps:
1) Establishing a multi-station fluid dynamics calculation model of the lift wing of the high-speed train:
11 Geometric model): explicitly calculating a motor train unit model and a lift wing model meeting the limit conditions;
111 Determining a motor train unit geometric model): selecting a geometric model of 8 groups of motor train units with 1 to 1 standard according to the appearance structure of the motor train unit with Chinese standard;
112 Determining a lift wing geometry model: the lifting wing is of an upwardly convex and downwardly flat airfoil section structure, wherein the maximum airfoil section chord length in the middle of the lifting wing is 1200mm, and the maximum thickness is 300mm; the upper part of the transverse section of the lift wing is gradually thinned in a transitional way from the middle to the wing sections at the left side and the right side, the transverse sides of the lift wing are symmetrically designed, the vertical projection surface is rectangular, the transverse length of the rectangular is 1800mm, and the width dimension of the rectangular in the vertical projection surface is equal to the chord length of the maximum wing section at the middle of the lift wing when the lift wing is placed at an attack angle of 0 degree;
113 Determining a single object assembly model with high speed train lift wings (see fig. 4): the method comprises the steps of specifically selecting the air pressure distribution condition of a high-speed train in a longitudinal symmetrical plane under the condition of calculating a speed grade, judging and selecting a section range (S) with a relatively stable longitudinal flow field structure at the upper part of the top of the high-speed train in a zoning manner; in the section range, a single group of lift wings are installed in a stable section range (S1) at the upper part of the top of the high-speed train head train as a research object;
12 Hydrodynamic finite element calculation model):
121 Setting a mathematical model: the set calculation adopts a viscous compressible Navier-Stokes equation, and the turbulence simulation adoptsk-ωThe turbulence model adopts a discretization method of limited volume, discrete items adopt a second-order implicit format, and convection items adopt a second-order windward and bounded center format;
122 Determining a computational domain: taking the total train length (L) of the standard 8-group motor train unit geometric model with single-row lifting wings as a reference object, and creating a cuboid external flow field calculation domain with the length of 4 times of the total train length (L), the width of 2 times of the total train length (L) and the height of 1 time of the total train length (L); the high-speed train calculation model with the lifting force wing is positioned in the middle of the symmetrical boundary of the cuboid external flow field calculation domain, wherein the distance between the nose tip of the high-speed train and the front side surface of the external flow field is 1 time of the total length (L) of the train, the distance between the nose tip of the tail train and the rear side surface of the external flow field is 2 times of the total length (L) of the train, and the distance between the bottom surface of the train body of the high-speed train calculation model with the lifting force wing and the lower bottom surface of the external flow field is 0.4m;
123 Calculating settings: the grid division adopts unstructured grids, wherein for the areas with prominent flow field changes such as the head car, the tail car, the fluid-solid contact surface, the periphery of the lifting wing and the like of the high-speed train, the processing mode of matching and overlapping global and local grids is adopted, the calculated turbulence intensity is set to be 0.5%, and the residual error value range is 10 -6 ~10 -4 ；
2) And (3) analyzing and calculating the maximum lift resistance of the lift wing:
21 Calculating working condition selection: different angles of attack of lift wings of the high-speed train with single group of lift wings determined in step 1)γSetting the calculated wind speed as 450km/h and the lifting height of the lifting wing as 0.4m for a study object; at the angle of attackγIn the range of 0-30 degrees, carrying out aerodynamic characteristic analysis of the lift wing by taking a change gradient of less than or equal to 5 degrees as a change gradient;
22 Calculating aerodynamic forces exerted on the lifting wing under multiple working conditions: according to the calculation result of the step 21), sequentially introducing the attack angles of the Kuang Shengli wings into the same coordinate systemγ-the aerodynamic lift to be exertedF L And aerodynamic dragF D Changing scattered points; on the basis, respectively constructing aerodynamic lift force by utilizing quadratic polynomial curve fittingF L And aerodynamic dragF D With respect to angle of attackγThe general relation of (2) is:
aerodynamic liftF L With respect to angle of attackγIs defined by the general relation:F L =-a w γ 2 +b w γ+c w (1)
pneumatic resistanceF D With respect to angle of attackγIs defined by the general relation:F D =-a m γ 2 +b m γ+c m (2)
in the formulas (1) and (2),a w 、b w 、c w 、a m 、b m 、c m are all greater than 0 and are coefficients related to the running speed, the attack angle and the lifting height;
wherein the quadratic polynomial fit is used for aerodynamic liftF L And aerodynamic dragF D With respect to angle of attackγAdopts R to the accuracy degree of the general relation of 2 Error judgment is carried out on the value, and R needs to be satisfied 2 And (3) not less than 0.96, and adjusting relevant setting parameters of the multi-station fluid dynamics calculation model of the lift wing of the high-speed train in the step 1) if the condition is not met, or adopting a higher order polynomial function to perform fitting calculation until the condition is met:
23 Constructing a maximum lift-drag difference function model: (refer to FIG. 5)
The maximum lift resistance difference function of the lift wing is constructed as follows: go (L)F(γ)=F L -F D =-(a w -a m )γ 2 +(b w -b m )γ+c w -c m (3) Solving the main aspectsF(γ) Corresponding angle of attack when' =0γ 0 The value is the attack angle value corresponding to the maximum rising resistance difference;
3) And (3) analyzing and calculating lift wing lift resistance characteristics: (refer to FIG. 6)
31 Building a functional model of the drag coefficient with respect to the angle of attack: constructing the lift coefficient of the lift wing on the basis of the step 2)C L Coefficient of resistanceC D Angle of attackγThe general relation of (2) is:
lift coefficient of lift wingC L Angle of attackγIs defined by the general relation:C L =(-a wl γ 2 +b wl γ+c wl )/(ckcosγ) (4)
drag coefficient of lift wingC D Angle of attackγIs defined by the general relation:C D =(-a md γ 2 +b md γ+c md )/A D (γ) (5)
in the formulas (4) and (5),a wl 、b wl 、c wl 、a md 、b md 、c md all are greater than 0, and are related to the running speed, the air parameter, the lift force, the attack angle and the like;A D (γ) Is the longitudinal projection area of the lifting wing, is the angle of attackγA related functional formula, wherein,cfor the chord length of the lifting airfoil,kthe transverse extension of the lift wing in the limit is realized;
32 At the angle of attack according to formula (4) and formula (5)γIn the range of 0-30 deg, the gradient of less than or equal to 5 deg is used to make the lift coefficient of lift wingC L And lift wing drag coefficientC D Is calculated;
33 Building a functional model of lift coefficient and drag coefficient of the lift wing: the different angles of attack calculated in step 32) are each calculated in Cartesian coordinatesγCorresponding lift coefficient of lift wingC L On the ordinate, with the drag coefficient of the lifting wingC D For the abscissa, a quadratic polynomial curve is adopted to fit that the lift coefficient and the drag coefficient of the lift wing of the high-speed train approximately meet a parabolic relation function relation, and the method is expressed as follows:
C D =k 1 C 2 L + k 2 C L + C D 0 (6)
in the formula (6), the amino acid sequence of the compound,C D0 zero liter drag coefficient, namely the drag coefficient corresponding to the lift coefficient of 0;k 1 ，k 2 is a coefficient;
34 Based on the functional relation of the lift coefficient and the drag coefficient of the lift wing of the high-speed train determined in the step 33), the lift-drag ratio is introducedKDefined as the lift coefficient of the lift wingC L Coefficient of resistanceC L The ratio is that:
K=C L /C D (7)
35 Determining the maximum aerodynamic efficiency of the lift wing: in the Cartesian coordinate system modeled in step 33), a tangent line and a tangent point of the lift-drag characteristic curve are made through the origin (0, 0)K max (C LM , C DM ) Is the maximum lift-drag ratioK max (C LM , C DM ) The method meets the following conditions:
C LM /(k 1 C 2 LM +k 2 C LM + C D0 )=1/C′ DM (C LM )=1/(2k 1 C LM +k 2 ) (8)
corresponding to the combined solution of the maximum aerodynamic efficiency of the lift wingC LM And (3) withC DM Is a value of (2); in the Cartesian coordinate system modeled in step 33), according to the calculated maximum aerodynamic efficiency of the lift wingC LM And (3) withC DM Is used for solving the corresponding attack angle by adopting an interpolation methodγ 1 The value is the attack angle value corresponding to the maximum aerodynamic efficiency;
4) Determining a normalized working attack angle of a lift wing of the high-speed train:
41 According to the maximum rising resistance difference function model obtained in the step 2), meeting the attack angle value corresponding to the maximum rising resistance differenceγ 0 Step 3) Lift forceCorresponding attack angle value obtained by wing lift resistance characteristic model and meeting maximum aerodynamic efficiencyγ 1 Judging error conditions of the two:
│γ 1- γ 0 │/γ 1 ≤0.0625 (9)
42 If the error condition shown in the formula (9) in the step 41) is satisfied, the attack angle value corresponding to the maximum aerodynamic efficiency is obtained by the lift wing lift resistance characteristic model in the step 3)γ 1 Working an attack angle for a lift wing of the high-speed train in a normal state; and (3) when the error condition shown in the formula (9) is not satisfied, readjusting the precision of the related calculation model or the construction method of the function model, and circularly calculating.
Step 113) the installation position of the single-group lifting wing is selected to be within a range of 2.5-5 m after the longitudinal direction of the streamline tail end connection position at the front end of the cab of the head car of the high-speed train.
As shown in fig. 2 and 3, the high-speed railway limit is a standard limit range of the China high-speed railway, and comprises a limit of railway building limit, a limit of bridge tunnel limit and a limit of vehicles, wherein the limit of vehicles is a space limit according to the transverse section outline of the China standard motor train unit.
Description of the calculated characteristics for the selection of the lift wing solution using the method:
high-speed train lift wing is at about attack angleγ=When the lift wing works in a range near 16 degrees, the difference value between the aerodynamic lift and the aerodynamic drag is maximum, the drag coefficient is relatively small, meanwhile, the drag ratio is minimum, the lift force contributed by the lift wing of the single high-speed train reaches about 19.08kN, and the additional drag force is rapidly increased to 6.29kN. Analyzing by taking the dynamic performance and test results of a CR400AF platform motor train unit as references, and distributing lift wing schemes and attack angles according to a single-section vehicle single-groupγ=The aerodynamic lift corresponding to 16 degrees accounts for more than 10 percent of the maximum wheel axle vertical force (less than or equal to 170 kN).
When the fitting calculation speed is 450km, the aerodynamic resistance corresponding to the lift wing reaches 24% of the aerodynamic resistance 26.21kN of the train, and the attack angle of the lift wing is knownγThe scheme of 16-30 degrees, wherein the average acceleration rate of aerodynamic lift is smaller than the acceleration rate of aerodynamic resistance, the additional resistance is greatly increased, and compared with the scheme of attack angle in the range of 0-16 degrees, the lift is increasedThe contribution value is gradually strengthened. Therefore, the attack angle of the lift wing of the high-speed train is optimizedγ=And (3) carrying out installation and arrangement research on the normalized working scheme at 16 degrees.
It should be noted that, in this document, references to "left", "right", "front", "rear", "inner", "outer", "upper", "lower", etc. indicate that the apparatus or element is oriented or positioned in a relationship based on that shown in the drawings, and are merely for convenience in describing the present technical solution and simplifying the description, and do not indicate or imply that the apparatus or element must have a specific orientation, be configured or operated in a specific orientation. Therefore, the technical solution is not to be construed as being limited, and the connection relationship may refer to a direct connection relationship or an indirect connection relationship.
It will be apparent to those skilled in the art that various modifications and variations can be made to the present utility model without departing from the spirit and scope of the utility model, and it is intended that the utility model encompass such modifications and variations as fall within the scope of the appended claims and their equivalents.
Claims (3)
1. The computational fluid dynamics determination method for the normalized working attack angle of the lift wing of the high-speed train is characterized by comprising the following steps of: the method takes a lift wing arranged on the roof of a next generation high-speed train with the speed per hour of 400+km as a study object, wherein the lift wing has an upwardly convex and downwardly flat wing section structure; constructing a multi-index mathematical model from lift wing aerodynamic characteristics and lift resistance characteristics corresponding to different attack angles based on a computational fluid dynamics calculation method by taking a high-speed railway limit as a constraint condition, evaluating and analyzing the multi-index mathematical model, and determining a normal working attack angle of the lift wing of the high-speed train adapting to the speed grade range in the limit condition; the computational fluid dynamics determination method of the normalized working attack angle of the lift wing of the specific high-speed train comprises the following steps:
1) Establishing a multi-station fluid dynamics calculation model of the lift wing of the high-speed train:
11 Geometric model): explicitly calculating a motor train unit model and a lift wing model meeting the limit conditions;
111 Determining a motor train unit geometric model): selecting a geometric model of 8 groups of motor train units with 1 to 1 standard according to the appearance structure of the motor train unit with Chinese standard;
112 Determining a lift wing geometry model: the lifting wing is of an upwardly convex and downwardly flat airfoil section structure, wherein the maximum airfoil section chord length in the middle of the lifting wing is 1200mm, and the maximum thickness is 300mm; the upper part of the transverse section of the lift wing is gradually thinned in a transitional way from the middle to the wing sections at the left side and the right side, the transverse sides of the lift wing are symmetrically designed, the vertical projection surface is rectangular, the transverse length of the rectangular is 1800mm, and the width dimension of the rectangular in the vertical projection surface is equal to the chord length of the maximum wing section at the middle of the lift wing when the lift wing is placed at an attack angle of 0 degree;
113 Determining a single object assembly model with high speed train lift wings: the method comprises the steps of specifically selecting the air pressure distribution condition of a high-speed train in a longitudinal symmetrical plane under the condition of calculating a speed grade, judging and selecting a section range (S) with a relatively stable longitudinal flow field structure at the upper part of the top of the high-speed train in a zoning manner; in the section range, a single group of lift wings are installed in a stable section range (S1) at the upper part of the top of the high-speed train head train as a research object;
12 Hydrodynamic finite element calculation model):
121 Setting a mathematical model: the set calculation adopts a viscous compressible Navier-Stokes equation, and the turbulence simulation adoptsk- ωThe turbulence model adopts a discretization method of limited volume, discrete items adopt a second-order implicit format, and convection items adopt a second-order windward and bounded center format;
122 Determining a computational domain: taking the total train length (L) of the standard 8-group motor train unit geometric model with single-row lifting wings as a reference object, and creating a cuboid external flow field calculation domain with the length of 4 times of the total train length (L), the width of 2 times of the total train length (L) and the height of 1 time of the total train length (L); the high-speed train calculation model with the lifting force wing is positioned in the middle of the symmetrical boundary of the cuboid external flow field calculation domain, wherein the distance between the nose tip of the high-speed train and the front side surface of the external flow field is 1 time of the total length (L) of the train, the distance between the nose tip of the tail train and the rear side surface of the external flow field is 2 times of the total length (L) of the train, and the distance between the bottom surface of the train body of the high-speed train calculation model with the lifting force wing and the lower bottom surface of the external flow field is 0.4m;
123 Calculating settings: the grid division adopts unstructured grids, wherein for the areas with prominent flow field changes such as the head car, the tail car, the fluid-solid contact surface, the periphery of the lifting wing and the like of the high-speed train, the processing mode of matching and overlapping global and local grids is adopted, the calculated turbulence intensity is set to be 0.5%, and the residual error value range is 10 -6 ~10 -4 ；
2) And (3) analyzing and calculating the maximum lift resistance of the lift wing:
21 Calculating working condition selection: different angles of attack of lift wings of the high-speed train with single group of lift wings determined in step 1)γSetting the calculated wind speed as 450km/h and the lifting height of the lifting wing as 0.4m for a study object; at the angle of attackγIn the range of 0-30 degrees, carrying out aerodynamic characteristic analysis of the lift wing by taking a change gradient of less than or equal to 5 degrees as a change gradient;
22 Calculating aerodynamic forces exerted on the lifting wing under multiple working conditions: according to the calculation result of the step 21), sequentially introducing the attack angles of the Kuang Shengli wings into the same coordinate systemγ-the aerodynamic lift to be exertedF L And aerodynamic dragF D Changing scattered points; on the basis, respectively constructing aerodynamic lift force by utilizing quadratic polynomial curve fittingF L And aerodynamic dragF D With respect to angle of attackγThe general relation of (2) is:
aerodynamic liftF L With respect to angle of attackγIs defined by the general relation:F L =-a w γ 2 +b w γ+c w (1)
pneumatic resistanceF D With respect to angle of attackγIs defined by the general relation:F D =-a m γ 2 +b m γ+c m (2)
in the formulas (1) and (2),a w 、b w 、c w 、a m 、b m 、c m are all greater than 0 and are coefficients related to the running speed, the attack angle and the lifting height;
wherein the quadratic polynomial fit is used for aerodynamic liftF L And aerodynamic dragF D With respect to angle of attackγAdopts R to the accuracy degree of the general relation of 2 Error judgment is carried out on the value, and R needs to be satisfied 2 And (3) not less than 0.96, and adjusting relevant setting parameters of the multi-station fluid dynamics calculation model of the lift wing of the high-speed train in the step 1) if the condition is not met, or adopting a higher order polynomial function to perform fitting calculation until the condition is met:
23 Constructing a maximum lift-drag difference function model:
the maximum lift resistance difference function of the lift wing is constructed as follows: go (L)F(γ)=F L -F D =-(a w -a m )γ 2 +(b w -b m )γ+c w -c m (3) Solving the main aspectsF(γ) Corresponding angle of attack when' =0γ 0 The value is the attack angle value corresponding to the maximum rising resistance difference;
3) And (3) analyzing and calculating lift wing lift resistance characteristics:
31 Building a functional model of the drag coefficient with respect to the angle of attack: constructing the lift coefficient of the lift wing on the basis of the step 2)C L Coefficient of resistanceC D Angle of attackγThe general relation of (2) is:
lift coefficient of lift wingC L Angle of attackγIs defined by the general relation:C L =(-a wl γ 2 +b wl γ+c wl )/(ckcosγ) (4)
drag coefficient of lift wingC D Angle of attackγIs defined by the general relation:C D =(-a md γ 2 +b md γ+c md )/A D (γ) (5)
in the formulas (4) and (5),a wl 、b wl 、c wl 、a md 、b md 、c md all are greater than 0, and are related to the running speed, the air parameter, the lift force, the attack angle and the like;A D (γ) Is the longitudinal projection area of the lifting wing, is the angle of attackγA related functional formula, wherein,cfor the chord length of the lifting airfoil,kthe transverse extension of the lift wing in the limit is realized;
32 At the angle of attack according to formula (4) and formula (5)γIn the range of 0-30 deg, the gradient of less than or equal to 5 deg is used to make the lift coefficient of lift wingC L And lift wing drag coefficientC D Is calculated;
33 Building a functional model of lift coefficient and drag coefficient of the lift wing: the different angles of attack calculated in step 32) are each calculated in Cartesian coordinatesγCorresponding lift coefficient of lift wingC L On the ordinate, with the drag coefficient of the lifting wingC D For the abscissa, a quadratic polynomial curve is adopted to fit that the lift coefficient and the drag coefficient of the lift wing of the high-speed train approximately meet a parabolic relation function relation, and the method is expressed as follows:
C D =k 1 C 2 L + k 2 C L + C D 0 (6)
in the formula (6), the amino acid sequence of the compound,C D0 zero liter drag coefficient, namely the drag coefficient corresponding to the lift coefficient of 0;k 1 ，k 2 is a coefficient;
34 Based on the functional relation of the lift coefficient and the drag coefficient of the lift wing of the high-speed train determined in the step 33), the lift-drag ratio is introducedKDefined as the lift coefficient of the lift wingC L Coefficient of resistanceC L The ratio is that:
K=C L /C D (7)
35 Determining the maximum aerodynamic efficiency of the lift wing: in the Cartesian coordinate system modeled in step 33), a tangent line and a tangent point of the lift-drag characteristic curve are made through the origin (0, 0)K max (C LM , C DM ) Is the maximum lift-drag ratioK max (C LM , C DM ) The method meets the following conditions:
C LM /(k 1 C 2 LM +k 2 C LM + C D0 )=1/C′ DM (C LM )=1/(2k 1 C LM +k 2 ) (8)
corresponding to the combined solution of the maximum aerodynamic efficiency of the lift wingC LM And (3) withC DM Is a value of (2); in the Cartesian coordinate system modeled in step 33), according to the calculated maximum aerodynamic efficiency of the lift wingC LM And (3) withC DM Is used for solving the corresponding attack angle by adopting an interpolation methodγ 1 The value is the attack angle value corresponding to the maximum aerodynamic efficiency;
4) Determining a normalized working attack angle of a lift wing of the high-speed train:
41 According to the maximum rising resistance difference function model obtained in the step 2), meeting the attack angle value corresponding to the maximum rising resistance differenceγ 0 Step 3) the attack angle value corresponding to the maximum aerodynamic efficiency obtained by the lift wing lift resistance characteristic modelγ 1 Judging error conditions of the two:
│γ 1- γ 0 │/γ 1 ≤0.0625 (9)
42 Satisfying the formula (9) in step 41)When the error condition is shown, the corresponding attack angle value obtained by the lift wing lift resistance characteristic model in the step 3) and meeting the maximum aerodynamic efficiency is takenγ 1 Working an attack angle for a lift wing of the high-speed train in a normal state; and (3) when the error condition shown in the formula (9) is not satisfied, readjusting the precision of the related calculation model or the construction method of the function model, and circularly calculating.
2. The computational fluid dynamics determination method of the normalized working attack angle of a lift wing of a high-speed train according to claim 1, wherein the method comprises the following steps: step 113) the installation position of the single-group lifting wing is selected to be within a range of 2.5-5 m after the longitudinal direction of the streamline tail end connection position at the front end of the cab of the head car of the high-speed train.
3. The computational fluid dynamics determination method of the normalized working attack angle of a lift wing of a high-speed train according to claim 1, wherein the method comprises the following steps: the high-speed railway limit is a standard limit range of the China high-speed railway, and comprises limits of railway construction limit, bridge tunnel limit and vehicle limit, wherein the vehicle limit is a space limit according to the transverse section outline of the China standard motor train unit.
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