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Study on Aerodynamic Performance of Maglev Train Passing by Each Other at Constant Speed
DOI: 10.12677/IJM.2021.102011, PDF, HTML, XML, 下载: 224  浏览: 383  国家科技经费支持

Abstract: As the next generation of high-speed rail transportation, the high-speed maglev train has a design speed of 600 km/h and a Mach number of about 0.49. The complex aerodynamic effects caused by such a high speed have a significant impact on the stability and safety of train operation. This paper uses numerical simulation to study the aerodynamic drag, lift, and side force acting on different carriages of the three-carriage maglev trains when they passing by each other at the same speed. In this study, the sliding mesh method and the k-ε turbulence model are used, and a user-defined function is compiled to determine the moving speed of the maglev train. The results show that the aerodynamic lift has very strong instability during the operation of the train, which is the main factor affecting the stable operation of the train. Its oscillation is mainly derived from the unstable lift at the bottom of the train, and the aerodynamic lift on the tail car is much larger than the head car. When two cars passing by each other, the aerodynamic drag of the train does not change synchronously with the aerodynamic lift and side force, and the influence on the lower part of the aerodynamic lift is greater than the influence on the upper part of the aerodynamic lift.

1. 引言

2. 数值计算方法

2.1. 几何模型

Figure 1. Geometrical description of maglev model

2.2. 计算域及边界条件

2.3. 求解设置

Figure 2. Computational domain and interface definition

(a) (b)

Figure 3. Computational mesh and independence verification

2.4. 有效性验证

3. 结果与分析

3.1. 列车交会气动力时均分布

Table 1. Comparisons of the characteristic values between experiment and numerical simulation

$\text{CD}={F}_{d}/0.5\rho {V}^{2}S$

$\text{CL}={F}_{l}/0.5\rho {V}^{2}S$

$\text{CS}={F}_{s}/0.5\rho {V}^{2}S$

(a) (b) (c)

Figure 4. Curve: aerodynamic force on each carriage

(a) (b)

Figure 5. Pressure contour around car1 and car3

3.2. 列车气动升力空间分布

(a) (b) (c)

Figure 6. Curves: Lift coefficient of different part of each carriage

Table 2. The amplitude of the lift coefficient of each part of the train when the train passing by each other

4. 结论

1. 在磁悬浮列车明线运行过程中，气动升力是影响列车稳定运行的主要因素。头车受到的气动阻力和气动升力在数值上十分接近，但是气动升力具有强烈的振荡性，升力系数的振荡幅值约为0.2；中车受到的气动阻力仅约为头车的1/3，气动升力系数约为0.1，但是仍表现出明显的振荡性；尾车受到的气动阻力略大于头车，但是受到的气动升力最为剧烈，升力系数达到0.6左右，由此可以推断TR08型磁悬浮列车不适合在600 km/h的速度下行驶。

2. 磁悬浮列车交会过程中，气动阻力变化与气动升力和侧向力的变化并不同时发生，气动阻力的变化时间较短，且对于头车而言，气动阻力的变化提前于气动升力和侧向力的变化；对于尾车而言，气动阻力的变化滞后于气动升力和侧向力的变化。

3. 磁悬浮列车气动升力的振荡性主要来源于列车底部，列车上半部气动升力系数曲线平滑，下半部气动升力曲线震荡明显。明线运行过程中，头车上半部的气动升力为正值，下半部的气动升力为负值，二者成反向耦合作用；中车上下两部分所受气动升力较小，成反向耦合作用；尾车上部分和下部分所受升力均为正值，在二者的正向耦合作用下，尾车所受气动升力最为剧烈。

4. 列车交会时对列车下半部分的气动升力的影响大于列车上半部分，列车下半部的波动幅值大于上半部，整车气动升力系数波动曲线与列车下半部气动升力系数波动曲线的变化趋势相同。

NOTES

*第一作者。

#通讯作者。

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