高速磁浮列车通过隧道气动载荷耦合研究

Research on Aerodynamic Load Coupling of a High-Speed Maglev Train Passing through the Tunnel

摘要: 为研究时速600公里单列磁浮列车通过净空面积为100 m²的双线隧道时作用在车体表面和隧道壁面上的气动载荷，基于STAR CCM+流体仿真软件，采用三维非定常可压缩流动N-S方程和IDDES湍流模型，结合重叠网格技术模拟实际列车通过隧道的过程。分别在隧道内运行的列车头尾车流线型区域、第一位风挡、第四位风挡、第四位风挡及第四节车厢中部区域分别做截面，通过绘制截面上列车表面和隧道壁面的压力分布极坐标图与压力云图对比，研究列车在隧道内稳定运行时列车表面和隧道周向气动载荷的相互影响规律，为以后磁浮线路隧道衬砌的设计提供参考。研究结果表明：列车在隧道内稳定运行时，车头流线型区域周向压力分布较为均匀。同一截面隧道壁面上的压力受到列车鼻尖流线型区域的影响，靠近列车侧压力较小，最大为4000 Pa。远离列车侧压力较大，最大为6000 Pa，呈现出一定的三维特性；风挡两侧和顶部压力相差不大，上部和下部间隙由于涡旋的产生形成低压区，同一截面隧道壁面上的压力沿隧道周向压力分布均匀，最大为2000 Pa；中间车表面较为光滑，复杂流动较少，车身周向压力与同一截面的隧道壁面压力大小接近，最大为800 Pa；尾车流线型区域受到车尾膨胀波的影响，压力为负值，且尾车鼻尖底部压力接近于0，同一截面上隧道壁面在靠近列车一侧负压值更大，最大负压值为−4000 Pa。

Abstract: To investigate the aerodynamic loads acting on the surface of a single-track maglev train traveling at a speed of 600 km/h through a double-line tunnel with a net clearance area of 100 m², three-dimensional unsteady compressible flow equations (N-S equations) and IDDES turbulence model are employed using STAR CCM+ fluid simulation software. The overlapping grid technique is used to simulate the actual process of the train passing through the tunnel. Cross-sections are taken in the following areas: the fore and aft streamlined regions of the train within the tunnel, the first windscreen, the fourth windscreen, the fourth windscreen and the middle section of the fourth carriage. By comparing polar plots and pressure contour plots of the pressure distribution on the train surface and tunnel wall surface, the mutual interaction between the aerodynamic loads on the train surface and the tunnel circumferential direction during stable train operation in the tunnel is studied, providing reference for the design of tunnel lining for future maglev lines. The study results show that during stable train operation in the tunnel, the circumferential pressure distribution in the fore streamlined region of the train is relatively uniform. The pressure on the tunnel wall surface of the same cross-section is influenced by the fore streamlined region of the train, with lower pressures near the train side, reaching a maximum of 4000 Pa. Farther from the train side, the pressure is higher, reaching a maximum of 6000 Pa, showing certain three-dimensional characteristics. The pressure on both sides of the windscreen and the top is similar, and the gaps between the upper and lower parts form low-pressure areas due to vortex generation. The pressure distribution along the tunnel circumference on the same cross-section is uniform, with a maximum of 2000 Pa. The surface of the middle carriage is smoother with fewer complex flows, and the circumferential pressure on the train body is similar in magnitude to the pressure on the tunnel wall of the same cross-section, reaching a maximum of 800 Pa. The aft streamlined region of the train is influenced by the tail expansion wave, resulting in negative pressures. The pressure at the bottom of the aft train nose is close to 0, and on the tunnel wall of the same cross-section, the negative pressure is greater on the side closer to the train, with a maximum negative pressure of −4000 Pa.