低真空管道列车激波特性风洞试验研究

黄尊地; 谭梦成; 许振国; 常宁; 符澄

doi:10.19818/j.cnki.1671-1637.2025.02.007

低真空管道列车激波特性风洞试验研究

doi: 10.19818/j.cnki.1671-1637.2025.02.007

1.
五邑大学轨道交通学院，广东江门 529020
2.
中国空气动力研究与发展中心，四川绵阳 621000

基金项目:

国家自然科学基金项目 52002290

中国交通运输协会科技项目 202310

江门市科技计划项目 2220002000147

五邑大学大学生创新创业训练计划项目 202311349030

五邑大学大学生创新创业训练计划项目 S202311349106

详细信息

作者简介:
黄尊地(1987-)，男，山东嘉祥人，五邑大学副教授，工学博士，从事轨道交通空气动力学研究

通讯作者:
常宁(1984-)，女，山西原平人，五邑大学副教授

中图分类号: U270.1
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- 被引次数: 0
出版历程
- 收稿日期: 2024-02-26
- 刊出日期: 2025-04-28

Wind tunnel test study on shock wave characteristics of low-vacuum tube train

1.
School of Rail Transportation, Wuyi University, Jiangmen 529020, Guangdong, China
2.
China Aerodynamics Research and Development Center, Mianyang 621000, Sichuang, China

Funds:

National Natural Science Foundation of China 52002290

Science and Technology Project of China Communications and Transportation Association 202310

Jiangmen Science and Technology Plan Project 2220002000147

Innovation and Entrepreneurship Training Program Project for College Students of Wuyi University 202311349030

Innovation and Entrepreneurship Training Program Project for College Students of Wuyi University S202311349106

More Information

Corresponding author: CHANG Ning (1984-), female, associate professor, wydxcn@163.com

Article Text (Baidu Translation)

摘要

摘要: 为研究列车在低真空管道内高速运行时面临的激波效应等难题，基于风洞试验采用磁悬浮列车模型测试了管道列车流场出现激波的马赫数及不同马赫数下管道列车出现激波的位置及特征；利用纹影系统拍摄了风洞内管道列车周围流场，深入探讨了管道列车与周围空气之间的相互作用机制和激波现象；采用计算流体力学方法，成功地模拟了管道列车的实际运行情况，并将模拟结果与风洞试验的流场数据进行了比对，发现风洞试验结果与数值计算结果的激波特性一致。研究结果表明：阻塞比为0.112，当马赫数分别为0.5、0.6、0.7时，管道列车流场没有出现激波，当马赫数为0.8时，在管道流场首次出现激波；管道列车激波位置有两处，分别为车肩和车尾位置；气体在列车前端形成流动分离，气流沿车头流经管道和列车中间，横断面减小，马赫数增加，在车肩位置形成声速线，声速线后区域气体密度及压力激增形成激波；气体流经车体与车尾过渡处，横断面增大，马赫数继续增加，在车尾附近形成流动分离，速度减小至声速，气体密度及压力激增形成激波；风洞试验与数值模拟数据吻合，证实了临界马赫数0.8的激波产生阈值。
- 管道列车 /
- 风洞试验 /
- 马赫数 /
- 纹影系统 /
- 激波效应 /
- 计算流体力学
Abstract: To investigate the challenges faced by high-speed trains operating within low-vacuum tubes, particularly the generation of shock waves, wind tunnel tests were conducted using a magnetic levitation (maglev) train model. These tests identified the Mach number at which shock waves first appear in the flow field of tube train, as well as the positions and characteristics of the shock waves at various Mach numbers. The flow field of tube train in the wind tunnel was captured by using the schlieren system, and the interaction mechanism and shock wave characteristics between the tube train and the surrounding air were deeply explored. The actual operation of the tube train was simulated by using the computational fluid dynamics (CFD) method, and the shock wave characteristics of the wind tunnel test results and numerical calculation results were analyzed. Research results indicate that for a blockage ratio of 0.112, no shock waves occurred in the flow field of tube train when the Mach numbers were 0.5, 0.6, and 0.7. When Mach number is 0.8, shock waves first appeared in the flow field at two distinct locations: near the train shoulder and in the wake region. At the front of the train, flow separation occurs, and the airflow flows along the front of the train through the tube and the middle of the train. The cross-sectional area decreases, the Mach number increases, and a sonic line forms near the shoulder. Downstream of this sonic line, a rapid increase in gas density and pressure leads to shock wave generation. As the airflow continues through the transition between the train body and the tail, the cross-sectional area increases, the Mach number continues to rise, and flow separation occurs near the rear. The flow velocity decreases to sonic speed, resulting in a shock wave due to the sudden increase in gas density and pressure. The numerical calculation cloud map revealed the spatial distribution characteristics of the shock wave and the evolution law of flow separation. The shock wave locations in both at the train shoulder and in the wake, agreed well with the schlieren images from the wind tunnel experiments, confirming that the critical Mach number for shock wave generation is 0.8.
- tube train /
- wind tunnel test /
- Mach number /
- schlieren system /
- shock wave characteristic /
- CFD

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图 1 风洞及组成

Figure 1. Wind tunnel and composition

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图 2 风洞模型

Figure 2. Wind tunnel model

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图 3 整体模型车

Figure 3. Monolithic model car

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图 4 模型车效果

Figure 4. Model car effects

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图 5 照明系统及其调节机构

Figure 5. Lighting system and its adjusting mechanism

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图 6 接收系统及其调节机构

Figure 6. Receiving system and its adjusting mechanism

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图 7 主球面反射镜调节机构

Figure 7. Adjustment mechanism of main spherical mirror

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图 8 透射式纹影系统

Figure 8. Transmissive schlieren system

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图 9 透射式纹影原理

Figure 9. Transmissive schlieren principle

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图 10 NPLS系统及组成

Figure 10. NPLS system and components

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图 11 风洞试验模型实物

Figure 11. Physical models of wind tunnel test

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图 12 马赫数为0.5时风洞试验纹影结果

Figure 12. Schlieren results of wind tunnel tests when Mach number is 0.5

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图 13 马赫数为0.6时风洞试验纹影结果

Figure 13. Schlieren results of wind tunnel tests when Mach number is 0.6

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图 14 马赫数为0.7时风洞试验纹影结果

Figure 14. Schlieren results of wind tunnel tests when Mach number is 0.7

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图 15 马赫数为0.8时风洞试验纹影结果

Figure 15. Schlieren results of wind tunnel tests when Mach number is 0.8

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图 16 管道列车尾部高清纹影

Figure 16. High-definition schlieren at rear of tube train

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图 17 数值计算网络模型

Figure 17. Numerical calculation network model

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图 18 风洞试验与数值计算纹影对比

Figure 18. Schlieren comparison of wind tunnel test and numerical calculation

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表 1 组合模型

Table 1. Combination models

各部分名称	长/mm	宽/mm	高/mm
列车	360	74	60
导轨	1 100	63	53
垫高块	1 100	63	37
下壁板	1 100	340	28

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