时速600 km磁浮列车驶入隧道时初始压缩波特征的数值模拟

梅元贵; 赵汗冰; 陈大伟; 杨永刚

doi:10.19818/j.cnki.1671-1637.2020.01.009

时速600 km磁浮列车驶入隧道时初始压缩波特征的数值模拟

doi: 10.19818/j.cnki.1671-1637.2020.01.009

1.
兰州交通大学甘肃省轨道交通力学应用工程实验室, 甘肃兰州 730070
2.
中车青岛四方机车车辆股份有限公司, 山东青岛 266000

基金项目:

国家重点研发计划项目 2016YFB1200602-39

详细信息

作者简介:
梅元贵(1964-), 男, 河南荥阳人, 兰州交通大学教授, 工学博士, 从事高速列车空气动力学研究

中图分类号: U292.917
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出版历程
- 收稿日期: 2019-08-09
- 刊出日期: 2020-02-25

Numerical simulation of initial compression wave characteristics of 600 km·h^-1 maglev train entering tunnel

1.
Gansu Province Engineering Laboratory of Rail Transit Mechanics Application, Lanzhou Jiaotong University, Lanzhou 730070, Gansu, China
2.
CRRC Qingdao Sifang Co., Ltd., Qingdao 266000, Shandong, China

More Information

Author Bio:
MEI Yuan-gui(1964-), male, professor, PhD, meiyuangui@163.com

摘要

摘要: 为分析高速磁浮列车驶入隧道时产生的初始压缩波特征, 采用三维可压缩非定常流动的N-S方程和SST κ-ω湍流模型, 基于重叠网格法和有限体积法, 以国内正在研发的时速600 km高速磁浮列车头型为研究对象, 建立了高速磁浮列车驶入隧道的计算模型, 通过分析距隧道进口端内不同距离横截面上不同测点的压力及压力变化率, 得到了车头驶入隧道洞口初始压缩波的空间分布特性和传播特性, 以及不同速度对初始压缩波波动幅值的影响。研究结果表明: 初始压缩波在列车驶入隧道前开始形成, 形成初期具有三维特性, 在隧道截面同一高度上, 靠近车体一侧的初始压缩波压力要比远离车体一侧大; 在隧道截面同一侧, 靠近车体一侧高度越低, 初始压缩波压力越大, 而远离车体一侧初始压缩波压力与高度无关; 当列车驶入隧道一定距离后, 在列车头部前方约36 m处隧道内同一断面处压力相同, 初始压缩波由三维波变成一维平面波; 在列车流线型头部驶入隧道约0.15 m时, 位于隧道300 m测点处的初始压缩波的压力变化率达到最大值; 列车速度越高, 初始压缩波压力峰值越大, 位于隧道100 m处测点的初始压缩波的压力峰值与列车速度的2.5次方近似成正比, 压力变化率峰值与速度的3次方近似成正比。
- 高速磁浮列车 /
- 隧道 /
- 重叠网格法 /
- 三维可压缩非定常湍流流动方程 /
- 初始压缩波
Abstract: In order to analyze the characteristics of initial compression wave generated when a high-speed maglev train enters a tunnel, the three-dimensional compressible unsteady flow N-S equation and the SST κ-ω turbulent flow model were used. Based on the overlapping grid method and the finite volume method, taking the head shape of a high-speed maglev train with a speed of 600 km·h^-1, which was developing in China as a research object, a calculation model of a high-speed maglev train entering a tunnel was established. By analyzing the pressure and pressure change rate at different measuring points on different cross sections from entrance of tunnel, the spatial distribution characteristics and propagation characteristics of initial compression wave when the train heads enter into the tunnel opening were obtained, and the effect of different speeds on the amplitude of initial compression wave fluctuation were also obtained.Research result shows that the initial compression wave starts to form before the train enters the tunnel. It has three-dimensional characteristics at the initial stage of formation. At the same height of the tunnel cross section, the pressure of initial compression wave on the side closer to the train body is greater than the pressure on the side farther from the train body. On the same side of the tunnel cross section, the lower the height near the train body, the higher the pressure of initial compression wave, but the pressure of initial compression wave on the side far from the train body is independent of the height. When the train enters the tunnel for a certain distance at the position about 36 m in front of the train head, the pressure at the same section in the tunnel is the same, and the initial compression wave changes from a three-dimensional wave to a one-dimensional plane wave. When the streamlined head of train enters the tunnel at about 0.15 m, the pressure change rate of initial compression wave at the 300 m measuring point at the tunnel reaches the maximum value. The higher the train speed, the greater the peak pressure of the initial compression wave. The peak pressure of initial compression wave at the 100 m measuring point at the tunnel is approximately proportional to the 2.5 th power of the train speed, and the peak pressure change rate is approximately proportional to the 3 rd power of the speed.
- high-speed maglev train /
- tunnel /
- overlapping grid method /
- three-dimensional compressible unsteady turbulent flow equation /
- initial compression wave

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图 1 高速磁浮列车几何模型

Figure 1. Geometric models for high-speed maglev train

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图 2 T型轨道梁几何模型

Figure 2. Geometric model for T-track beam

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图 3 计算域模型(单位: mm)

Figure 3. Model of computational region (unit: mm)

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图 4 隧道内断面布置

Figure 4. Cross sections layout in tunnel

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图 5 隧道内测点布置

Figure 5. Measuring points layout in tunnel

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图 6 计算模型体网格

Figure 6. Volume grids of computational model

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图 7 列车车底附近与轨道梁之间网格

Figure 7. Grids between train underside and track beam

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图 8 旋成体列车模型

Figure 8. Rotating train model

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图 9 隧道模型

Figure 9. Tunnel model

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图 10 压力-时间曲线对比

Figure 10. Comparison of pressure-time curves

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图 11 隧道内压力分布与车体压力分布

Figure 11. Pressure distributions in tunnel and of train body

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图 12 隧道内测点压力-时间曲线

Figure 12. Pressure-time curves of measuring point in tunnel

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图 13 300 m处测点压力-时间曲线

Figure 13. Pressure-time curves of measuring point at 300 m

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图 14 压力与压力变化率曲线

Figure 14. Curves of pressure and pressure change rate

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图 15 同一高度、不同位置处测点

Figure 15. Measuring points at different positions with same height

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图 16 同一高度、不同位置处初始压缩波对比

Figure 16. Comparison of initial compression wave at different positions with same hight

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图 17 同侧不同高度处测点

Figure 17. Measuring points at different heights on same side

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图 18 同侧不同高度处初始压缩波对比

Figure 18. Comparison of initial compression wave at different heights on same side

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图 19 速度对初始压缩波的影响

Figure 19. Effect of speed on initial compression wave

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图 20 初始压缩波与速度拟合关系

Figure 20. Fitting relationship between initial compression wave and speed

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表 1 试验值与计算值对比

Table 1. Comparison between experimental and calculated values

参数	a	b	c	d
试验值/kPa	4.46	-4.03	-4.14	2.36
计算值/kPa	4.70	-4.06	-4.01	2.22
误差/%	5.4	0.7	3.1	5.9

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