摘要
随着列车速度的不断提高,不仅列车空气阻力急剧增大,能耗急剧增加,还因列车在强横风环境下运行和通过隧道时,列车与空气之间的相互作用加剧,出现了一系列亟待解决的由空气动力效应引起的危及行车安全和降低旅客乘坐舒适性的问题。因此,高速列车—空气相互作用问题是一个关系高速铁路安全运行的重要工程技术问题,也是我国高速铁路发展必须解决的关键技术问题之一。
针对列车在横风环境下和隧道内高速运行时的空气动力学问题,本文采用数值计算方法,综合考虑列车、轨道和隧道等因素,对明线上和隧道内,高速列车与空气之间相互作用以及空气动力对列车运行安全性和舒适性的影响进行了研究。
在任意拉格朗日—欧拉框架下,以Navier-Stokes方程和k-ε两方程湍流模型为基础,采用有限体积法建立了列车空气动力学数值计算模型；基于车辆—轨道耦合动力学理论,建立了列车—轨道耦合系统动力学分析模型；采用任意拉格朗日—欧拉方法(ALE)处理列车与空气间存在的运动边界,实现了车辆系统动力学与计算流体力学之间的结合,建立了高速列车—空气相互作用模型。
采用上述研究思路与计算方法,对高速列车以不同速度运行、受不同横风作用时的流场特性、气动力特性及列车动力学响应进行了详细的数值计算,分析了横风速度和行车速度对列车横向气动力、升力、侧滚力矩、点头力矩、摇头力矩及列车表面压力分布的影响,给出了不同运行工况下列车周围流场的速度和压力分布特征。研究了横风对高速列车动力学响应的影响规律,结果表明,横风环境下,从脱轨系数、轮重减载率、倾覆系数和轮轨横向力这些安全性指标来看,头车是整个列车编组中安全性最低的。根据高速列车运行安全性相关限定标准,以头车的安全性指标研究了不同横风风速下平地上高速列车的最高安全运行速度。研究表明：以头车轮重减载率作为列车运行安全性指标时,得到的列车最高安全运行速度最小；使用倾覆系数作为列车安全运行的控制指标时,得到的列车最高安全运行速度是最大的；在倾覆系数达到危险限值时,脱轨系数、轮重减载率和轮轨横向力均早已超标,故由倾覆系数计算得到的最高安全运行速度是过于宽松的；以轮轨横向力作为评价指标得到的最高安全运行速度位于由轮重减载率和脱轨系数评判得到的最高安全运行速度之间。
针对大阻塞比双线隧道内列车横向气动性能恶化的现象,以日本山阳新干线隧道为研究对象,综合考虑隧道结构、轨道结构、车辆结构等因素,从列车流线型头部长度、车体截面宽度、车体底部结构、隧道阻塞比、线间距等影响因素入手,详细分析了它们对列车横向气动性能的影响。应用列车—空气相互作用模型,对列车在山阳隧道内高速运行时的气动力特性和横向振动特性进行了数值模拟,结果表明：尾车的横向振动要比中间车的横向振动剧烈；相对于车体的其他运动,车体摇头运动显得更加突出；这些结果与新干线列车在山阳隧道中运行时出现的现象相似。与横风环境下头车气动性能最差的情况不同的是,隧道内,不论是从脱轨系数、轮重减载率还是从倾覆系数来衡量,气动力对尾车安全性能的影响最为严重。
With the improvement of train speed, not only energy consumption increases sharply as to the increasing drag, but also the interaction between train and air is aggravated when the train cruising inside tunnels or under strong cross-winds. A series of aerodynamic problems deteriating running safety and ride comfort arise and demand a prompt solution. As a result, the interaction between high-speed train and air becomes an important engineering problem related to safe operation of high-speed railway, and it is a key technical problem which must be solved in the development of high-speed railway in China.
For the issue of the high-speed train aerodynamics in cross-winds or inside tunnels, research on interaction between high-speed train and air and the influence of aerodynamic forces on train running safety and ride comfort have been carried out by numerical method by taking the train, track and tunnel structures into consideration.
Under the arbitrary Lagrangian-Eulerian framework, the numerical model for train aerodynamics is set up by the Finite Volume Method (FVM) based on Navier-Stokes equation and k-εtwo equation turbulence models; On the basis of vehicle-track coupled dynamics, the numerical model for train-track coupled dynamics has been set up; The moving boundary between train and air is dealt with the arbitrary Lagrangian-Eulerian method (ALE); A co-simulation of Vehicle System Dynamics (VSD) and Computational Fluid Dynamics (CFD) has been realized and finally the numerical model for interaction between high-speed train and air is set up.
The characteristics of flow field, aerodynamic forces, and vehicle dynamic response under different wind speeds and train speeds have been studied by the above mentioned method. Analysis has been carried on how aerodynamic forces and moments change according to wind speed and train speed. The velocity and pressure distribution around the train has been studied. The effect of cross-winds on the dynamic performance of high-speed train has also been studied in this paper. The results show that the heading car has the lowest security among the train judged whether by derailment coefficient, reduction ratio of wheel-load, overturning coefficient or by wheel/rail lateral force. The critical speed of high-speed train is studied according to the heading car's safety index. The critical speed judged by reduction ratio of wheel-load is the minimum and over-conservative. The critical speed judged by overturning coefficient is the maximum and over-loose. In the results derailment coefficient, reduction ratio of wheel-load, and wheel/rail lateral force exceed their criterion value before the overturning coefficient reaches the dangerous limit. The critical speed judged by wheel/rail lateral force lies between the critical speed judged by reduction ratio of wheel-load and the critical speed judged by derailment coefficient.
Numerical simulation has been carried on the characteristics of the aerodynamic forces and aggravated lateral vibration inside Sanyo tunnels by the numerical model for high-speed train and air. The results indicate that the lateral acceleration of the end car is larger than the middle car's; Corresponding to other motion mode of car body, the heading mode of car body becomes more prominent, these results are similar with the phenomena existing in the Shinkansen train operation inside Sanyo tunnels. Different from the situation that the heading car has the worst aerodynamic performance under cross-winds, the end car has the worst aerodynamic performance in the Sanyo tunnels judged whether by derailment coefficient, reduction ratio of wheel-load, or by overturning coefficient. Taking the length of streamlined train head, the width of car body, the bottom structure of car body, the tunnel block ratios, line interval, etc. into consideration, the effect of these factors on the train lateral aerodynamic performance has also been studied.
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