升力翼对高速列车列车风与尾流特性的影响

熊小慧; 汪欣然; 张洁; 王凯文; 程凡; 罗长骏

doi:10.19818/j.cnki.1671-1637.2023.03.011

升力翼对高速列车列车风与尾流特性的影响

doi: 10.19818/j.cnki.1671-1637.2023.03.011

熊小慧^{1, 2, 3,},
汪欣然^{1, 2, 3},
张洁^{1, 2, 3},
王凯文^{1, 2, 3},
程凡^{1, 2, 3},
罗长骏^{1, 2, 3}

1.
中南大学轨道交通安全教育部重点实验室，湖南长沙 410075
2.
中南大学轨道交通安全关键技术国际合作联合实验室，湖南长沙 410075
3.
中南大学轨道交通列车安全保障技术国家地方联合工程研究中心，湖南长沙 410075

基金项目:

国家重点研发计划 2020YFA0710903

详细信息

作者简介:
熊小慧(1978-)，男，湖北天门人，中南大学教授，工学博士，从事列车空气动力学研究

中图分类号: U270.2
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- 文章访问数: 301
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- 被引次数: 0
出版历程
- 收稿日期: 2022-12-13
- 网络出版日期: 2023-07-07
- 刊出日期: 2023-06-25

Effect of lift airfoils on characteristics of slipstream and wake flow of high-speed trains

XIONG Xiao-hui^{1, 2, 3
,},
WANG Xin-ran^{1, 2, 3},
ZHANG Jie^{1, 2, 3},
WANG Kai-wen^{1, 2, 3},
CHENG Fan^{1, 2, 3},
LUO Zhang-jun^{1, 2, 3}

1.
Key Laboratory of Traffic Safety on Track of Ministry of Education, Central South University, Changsha 410075, Hunan, China
2.
Joint International Research Laboratory of Key Technology for Rail Traffic Safety, Central South University, Changsha 410075, Hunan, China
3.
National and Local Joint Engineering Research Center of Safety Technology for Rail Vehicle, Central South University, Changsha 410075, Hunan, China

Funds:

National Key Research and Development Program of China 2020YFA0710903

More Information

Author Bio:
XIONG Xiao-hui(1978-), male, professor, PhD, xhxiong@csu.edu.cn

摘要

摘要: 为探究在高速列车车顶安装升力翼后引起的列车周围流场剧变，以三车编组1∶10缩尺比某型CRH高速列车模型为研究对象，采用基于两方程湍流模型的改进型延迟分离涡模拟(IDDES)方法，对比分析了有无升力翼的2种高速列车时均和瞬时列车风的发展规律；利用涡旋识别方法探讨了尾迹区瞬时涡结构分布特征，通过比较尾迹区不同流向位置的列车风分布特征与尾流涡旋移动规律，验证了列车风速度峰值与尾涡非定常特性的相关性，采用频谱分析方法获得了尾迹区速度功率谱密度曲线。研究结果表明：升力翼的几何外形结构加剧了车身表面边界层分离，令列车顶部和侧表面边界层厚度增大；升力翼使列车风速度峰值增大，其中在轨侧和站台位置最大时均列车风速度分别增大了1.556和1.327倍，且相较原型列车第2个峰值位置延后；由于翼尖涡不断向下游发展和累积，升力翼列车尾流结构表现为大尺度涡对中夹杂着一对更为破碎的细小涡旋，相较原型列车，涡旋与地面之间的剪切作用更强，升力翼列车尾流时均列车风速度在展向分布上有所增大，但垂直分布上有所降低，并在水平面上出现更明显的剪切分离；升力翼列车尾迹中包含较多破碎的小尺度涡，进而影响了尾迹涡脱落频率，使之比原型列车具有更高的能量，且涡旋耗散速度更慢。
- 车辆工程 /
- 高速列车 /
- 空气动力学 /
- 升力翼 /
- 列车风 /
- 尾流 /
- 数值模拟
Abstract: A 1∶10 three-car CRH high-speed train model was taken as the research object to explore the drastic change of the flow field around the high-speed train caused by the installation of lift airfoils on the roof. An improved delayed detached eddy simulation (IDDES) method based on the two-equation turbulence model was adopted to analyze the development tendencies of the time-averaged and instantaneous slipstreams of two high-speed trains with and without lift airfoils. The distribution characteristics of instantaneous vortex structures in the wake region were discussed by a vortex identification method. The correlation between the peak slipstream velocity and unsteady characteristics of wake vortices was verified by the comparison of the slipstream distribution characteristics at different flow positions in the wake region and the movement laws of wake vortices. The power spectrum density curves of the velocity in the wake region were obtained by means of the spectral analysis. Research results show that due to the geometric structure of lift airfoils, the boundary layer separation on the train surface is intensified, and the thicknesses of the boundary layers on the roof and side surfaces of the train increase. The peak slipstream velocity is raised by the lift airfoils. Specifically, the maximum time-averaged slipstream velocities at the trackside and platform position increase by 1.556 and 1.327 times, respectively. It is delayed compared with the second peak position of the traditional train. Due to the continuous development and accumulation of wing-tip vortices downstream, the wake flow structure of the train with lift airfoils is manifested as a large-scale vortex pair mixed with a pair of more broken small vortices. Compared with the traditional train, the shear effect between the vortex and the ground is stronger, the time-averaged slipstream velocity of the wake flow of the train with lift airfoils is larger in the spanwise distribution but smaller in the vertical distribution. Moreover, there is a more obvious shear separation on the horizontal plane. Many small-scale broken vortices are incorporated in the wake of the train with lift airfoils, affecting the shedding frequency of vortices in the wake. As a result, compared with the traditional train, the train with lift airfoils has higher energy and slower vortex dissipation velocity.
- vehicle engineering /
- high-speed train /
- aerodynamics /
- lift airfoil /
- slipstream /
- wake flow /
- numerical simulation

HTML全文

图 1 升力翼几何参数

Figure 1. Geometric parameters of lift airfoil

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图 2 数值计算模型

Figure 2. Numerical calculation models

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图 3 计算域几何尺寸和边界条件

Figure 3. Geometric dimensions and boundary conditions of computational domain

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图 4 数值计算网格(中网格)

Figure 4. Numerical calculating meshes (medium mesh)

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图 5 升力翼高速列车表面n⁺分布

Figure 5. Distribution of n⁺ for high-speed train with lift airfoils

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图 6 三组网格的时均列车风速度分布

Figure 6. Distributions of time-averaged slipstream velocities with three sets of meshes

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图 7 原型列车时均阻力系数时间历程曲线

Figure 7. Time history curves of time-averaged drag coefficients of traditional train

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图 8 数值模拟与风洞试验列车时均阻力系数对比

Figure 8. Comparison of time-averaged drag coefficients of train between numerical simulation and wind tunnel test

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图 9 DDES方法的计算域

Figure 9. Computational domain of DDES method

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图 10 IDDES和DDES方法的时均流向列车风速度对比

Figure 10. Comparison of time-averaged streamwise slipstream velocities between IDDES and DDES methods

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图 11 原型列车和升力翼列车时均列车风速度分布

Figure 11. Distributions of time-averaged slipstream velocities of traditional train and train with lift airfoils

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图 12 原型列车和升力翼列车周围边界层流动

Figure 12. Boundary layer flows around traditional train

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图 13 原型列车和升力翼列车瞬时列车风速度

Figure 13. Instantaneous slipstream velocities of traditional train and train with lift airfoils

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图 14 尾流涡旋结构

Figure 14. Wake vortex structures

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图 15 车身周围涡旋结构

Figure 15. Vortex structures around train body

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图 16 与尾车鼻尖点不同距离垂直截面的时均列车风速度

Figure 16. Time-averaged slipstream velocities at vertical planes with different distances from nose tip of tail train

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图 17 轨侧和站台高度水平面的时均列车风速度

Figure 17. Time-averaged slipstream velocities at horizontal planes of trackside and platform height

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图 18 不同流向位置Q的时均分布

Figure 18. Time-averaged distributions of Q at different streamwise positions

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图 19 尾迹区速度监测点

Figure 19. Velocity monitor points in wake area

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图 20 尾迹区不同位置速度监测点的PSD

Figure 20. PSDs of velocity monitor points at different positions in wake area

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表 1 数值计算网格信息

Table 1. Numerical calculating meshes information

网格	n⁺	y⁺	x⁺	网格数量/万
粗	1	340	340	2 000
中	1	320	320	3 500
细	1	280	280	4 800

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表 2 IDDES和DDES方法的时均流向列车风速度峰值对比

Table 2. Comparison of peak time-averaged streamwise slipstream velocities between IDDES and DDES methods

模拟方法	正峰值	负峰值	峰峰值
DDES^[23]	0.042 2	-0.042 0	0.084 2
IDDES	0.046 4	-0.044 1	0.090 5

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