Wind tunnel test and numerical simulation for vortex-induced vibration of EMUs using scaled model
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摘要: 针对CR200J动力集中型动车组在单线隧道内列尾持续晃车现象，为了探究其形成机理与气动特征，本文以1∶25缩尺比例的CR200J动车组尾部动力车为研究对象，通过风洞试验对单自由度车体的横向振动进行测试，然后采用大涡模拟方法建立了风洞模型的流固耦合数值仿真平台，并通过风洞试验对仿真结果进行了验证；对比分析了是否考虑流固耦合振动2种工况时的车体尾涡结构及气动响应。研究结果表明：假设车体固定不考虑流固耦合振动时，横向气动力频率(涡激频率)与风速线性相关，横向气动力大小与车体气动外形和风速有关；考虑流固耦合振动时，车体横向振动幅值与风速正相关，由于涡激振动锁频效应，横向气动力频率与车体横向固有振动频率锁定，此时车体出现了涡激共振，其横向振动加剧；相较于非流固耦合仿真工况，车体横向振动导致尾流高涡量区域和边界层分离点后移，更靠近车头鼻尖位置，使得因漩涡脱落产生的横向力的作用力臂增大，进而增大车体受到的摇头力矩，加剧振动。可见，流固耦合会改变气动载荷的大小和频率，进而影响车体动态响应，故尾车晃车的分析需采用车辆动力学与空气动力学相结合的流固耦合振动分析方法。Abstract: In view of the sustained swaying of the train tail of the CR200J power-centralized electric multiple unit (EMU) in a single-track tunnel, a 1∶25 scaled train model for the CR200J EMU was constructed to explore the generation mechanism and aerodynamic characteristics of train tail swaying. The lateral vibration of a single-degree-of-freedom carbody was measured by a wind tunnel test. A fluid-structure coupling numerical simulation platform for a wind tunnel model was established by the large eddy simulation (LES) method, and the simulation results were verified by the wind tunnel test. Under the conditions with and without the fluid-structure coupling vibration, the wake vortex structure and aerodynamic response were analyzed. Research results show that the lateral aerodynamic force frequency (vortex-induced frequency) is linearly related to the wind speed when the carbody is assumed to be fixed and the fluid-structure coupling vibration is not considered. Meanwhile, the size of the lateral aerodynamic force is related to the aerodynamic shape of the carbody and the wind speed. When the fluid-structure coupling vibration is considered, the lateral vibration amplitude is positively correlated with the wind speed. The lateral aerodynamic force frequency is locked to the lateral natural vibration frequency of the carbody due to the frequency locking effect of vortex-induced vibration. In this case, the carbody is subject to the vortex-induced resonance, and the lateral vibration is aggravated. Additionally, in contrast to the conditions of non-fluid-structure coupling simulation, the lateral vibration of the carbody results in a backward displacement of the high vorticity region and the separation point of the boundary layer and causes them to be closer to the nose tip. This causes an increase in the force arm of the lateral force generated by the vortex shedding, which further amplifies the yaw moment of the carbody and aggravates the vibration. The fluid-structure coupling can change the size and frequency of the aerodynamic load and further affect the dynamic response of the carbody. Therefore, the fluid-structure coupling vibration method combining train dynamics and aerodynamics is necessary for the analysis of the train tail swaying.
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图 1 CR200J动力集中型动车组风洞试验简化模型
Figure 1. Simplified model for wind tunnel test of CR200J power-centralized EMU
图 6 CR200J动力集中型动车组数值计算简化模型
Figure 6. Simplified numerical calculation model for CR200J power-centralized EMU
表 1 数值计算工况说明
Table 1. Interpretation of numerical computation conditions
工况类型 说明 工况1 车体横向固定 工况2 摇头单自由度(固有频率为8 Hz) 
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