不同类型头部外形列车轨侧压力变化规律分析与评估
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摘要
采用计算流体力学方法,在对鼓宽形、椭球形、梭形、扁宽形4种类型头部外形列车明线运行阻力及基本气动性能分析的基础上,对轨侧压力随不同曲面形式和空间位置的变化规律进行研究。结果表明:4种类型列车速度为250km/h明线运行时鼓宽形列车阻力最大,梭形最小,最大相差7.4%;鼓宽形列车引起的轨侧压力变化峰峰值最大,其次是椭球形、梭形,扁宽形最小,最大相差24.4%;纵剖面形线对轨侧压力变化的影响大于水平剖面形线,如不同纵剖面形式的鼓宽形和扁宽形列车引起距轨面1.5 m位置测点压力变化分别为721.62,545.71Pa,相差24.4%,而不同水平剖面形式的鼓宽形和椭球形列车引起相同测点的压力变化分别为721.62,700.44Pa,仅相差2.9%;4种曲面形式列车引起的轨侧压力变化均随距轨面高度、轨道中心线横向距离的增加而减小,规定测点压力变化峰-峰值均满足EN标准中小于800Pa的要求。
By using the method of computational fluid dynamics,based on the analysis of basic aerodynamics(such as aerodynamic drag)of trains with four different head surface forms running in open air including bulgewide,ellipsoid,spindle,and flat-wide types,the research was conducted on the variation of trackside pressure with the change of spatial locations and head surface forms.The results show that when the four types of trains runat 250 km/h in open air,the bulge-wide type has the largest aerodynamic drag,while the spindle type has the smallest aerodynamic drag,witha maximum difference of 7.4%.The maximum peak to peak value of trackside pressure is induced by the bulge-wide type,followed by the ellipsoid and the spindle types,while the flat-wide type is minimal,with a maximum difference of 24.4%.The influence of the longitudinal profile on the variation of trackside pressure is greater than the horizontal profile.The pressure variation induced by the different longitudinal profiles of bulge-wide and flat-wide type above 1.5 mfrom the top of railis721.62 Pa and 545.71 Pa respectively,with a difference of 24.4%.The pressure variation induced by different horizontal profiles of the bulge-wide and the ellipsoid type at the same measuring point is 721.62 Pa and700.44 Pa respectively,with a difference of only 2.9%.The trackside pressure changes induced by the four different head surface forms are reduced with the increase of the height above the top of rail and the lateral distance from the center of the track.The peak to peak value of the measured point pressure variation is within the requirement of EN standard,which is 800 Pa.
By using the method of computational fluid dynamics,based on the analysis of basic aerodynamics(such as aerodynamic drag)of trains with four different head surface forms running in open air including bulgewide,ellipsoid,spindle,and flat-wide types,the research was conducted on the variation of trackside pressure with the change of spatial locations and head surface forms.The results show that when the four types of trains runat 250 km/h in open air,the bulge-wide type has the largest aerodynamic drag,while the spindle type has the smallest aerodynamic drag,witha maximum difference of 7.4%.The maximum peak to peak value of trackside pressure is induced by the bulge-wide type,followed by the ellipsoid and the spindle types,while the flat-wide type is minimal,with a maximum difference of 24.4%.The influence of the longitudinal profile on the variation of trackside pressure is greater than the horizontal profile.The pressure variation induced by the different longitudinal profiles of bulge-wide and flat-wide type above 1.5 mfrom the top of railis721.62 Pa and 545.71 Pa respectively,with a difference of 24.4%.The pressure variation induced by different horizontal profiles of the bulge-wide and the ellipsoid type at the same measuring point is 721.62 Pa and700.44 Pa respectively,with a difference of only 2.9%.The trackside pressure changes induced by the four different head surface forms are reduced with the increase of the height above the top of rail and the lateral distance from the center of the track.The peak to peak value of the measured point pressure variation is within the requirement of EN standard,which is 800 Pa.
引文
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[2]BAKERC J.The Flow Around High Speed Trains[J].Journal of Wind Engineering and Industrial Aerodynamics,2010,98(6/7):277-298.
[3]田红旗.中国列车空气动力学研究进展[J].交通运输工程学报,2006,6(1):1-9.TIAN Hongqi.Study Evolvement of Train Aerodynamics in China[J].Journal of Traffic and Transportation Engineering,2006,6(1):1-9.
[4]冯志朋.高速列车气动性能与外形设计[D].成都:西南交通大学,2011.
[5]WEISE M,ORELLANO A,SCHOBER M.Slipstream Velocities Induced by Trains[J].WSEAS Transactions on Fluid Mechanics,2006,1(6):7-59.
[6]BAKER C J,STERLING M,FIGURAHARDY G,et al.The Effect of Train Slipstreams on Passengers and Trackside Workers[C]//World Congress on Railway Research,2006.
[7]BS EN.BS EN 14067-4 Railway Applications-Aerodynamics-Part4:Requirements and Test Procedures for Aerodynamics on Open Track[S].European Norm,2013.
[8]GOHLKE M,BEAUDOIN J F,AMIELH M,et al.Shape Influence on Mean Forces Applied on a Ground Vehicle under Steady Cross-wind[J].Journal of Wind Engineering and Industrial Aerodynamics,2010,98(8/9):386-391.
[9]田红旗.列车空气动力学[M].北京:中国铁道出版社,2007:214-231.
[10]周丹,田红旗,鲁寨军.国产磁浮列车气动外形的优化[J].中南大学学报(自然科学版),2006,37(3):613-617.ZHOU Dan,TIAN Hongqi,LU Zhaijun.Optimization of Aerodynamic Shape for Domestic Maglev Vehicle[J].Journal of Central South University(Science and Technology),2006,37(3):613-617.
[11]肖京平,黄志祥,陈立.高速列车空气动力学研究技术综述[J].力学与实践,2013,35(2):1-12.XIAO Jingping,HUANG Zhixiang,CHEN Li.Review of Aerodynamic Investigations for High Speed Train[J].Mechanics in Engineering,2013,35(2):1-12.
[12]张在中,周丹.不同头部外形高速列车气动性能风洞试验研究[J].中南大学学报(自然科学版),2013,44(6):2063-2068.ZHANG Zaizhong,ZHOU Dan.Wind Tunnel Experiment on Aerodynamic Characteristic of Streamline Head of High Speed Train with Different Head Shapes[J].Journal of Central South University(Science and Technology),2013,44(6):2063-2068.
[13]田红旗,周丹,许平.列车空气动力性能与流线形头部外形[J].中国铁道科学,2006,27(3):47-55.TIAN Hongqi,ZHOU Dan,XU Ping.The Relationship of Trains Aerodynamic Performance and the Shape of the Streamlined Head[J].China Railway Science,2006,27(3):47-55.
[14]HEMIDA H,BAKER C J,GAO G.The Calculation of Train Slipstreams Using Large-eddy Simulation[J].Proceedings of the Institution of Mechanical Engineers,Part FJournal of Rail&Rapid Transit,2012,228(1):25-36.
[15]BAKER C J,DALLEY S J,JOHNSON T,et al.The Slipstream and Wake of a High-speed Train[J].Proceedings of the Institution of Mechanical Engineers,Part F Journal of Rail&Rapid Transit,2001,217(2):83-99.
[16]FLYNN D,HEMIDA H,SOPER D,et al.Detached-eddy Simulation of the Slipstream of an Operational Freight Train[J].Journal of Wind Engineering&Industrial Aerodynamics,2014,132:1-12.
[17]HUANG S,HEMIDA H,YANG M.Numerical Calculation of the Slipstream Generated by a CRH2 High-speed Train[J].Proceedings of the Institution of Mechanical Engineers,Part F Journal of Rail&Rapid Transit,2014,230(1):1-14.