高速地铁列车空气阻力数值模拟研究

陈杨; 周朝晖; 张学飞

doi:10.13433/j.cnki.1003-8728.20200296

高速地铁列车空气阻力数值模拟研究

doi: 10.13433/j.cnki.1003-8728.20200296

常州大学城市轨道交通学院, 江苏常州 213100

基金项目:

国家自然科学基金项目 11762010

详细信息

作者简介:
陈杨(1994-), 硕士研究生, 研究方向为车辆空气动力学, 809597195@qq.com

通讯作者:
周朝晖, 副教授, 博士, 77465025@qq.com

中图分类号: U270.11
计量
- 文章访问数: 198
- HTML全文浏览量: 37
- PDF下载量: 27
- 被引次数: 0
出版历程
- 收稿日期: 2020-06-15
- 刊出日期: 2021-12-05

Numerical Simulation Study on Aerodynamic Drag of High-speed Subway Train in Interval Tunnel

School of Urban Rail Transit, Changzhou University, Changzhou 213100, Jiangsu, China

摘要

摘要: 针对高速地铁列车空气阻力直接影响列车运行速度、能耗及安全，采用三维数值模拟方法对6编组全尺寸列车运行在设置有通风竖井的区间隧道的列车空气阻力进行研究，对隧道内空气阻力随时间变化、列车各节车厢阻力的分布特性、每节车厢转向架在整车阻力所占的比重情况进行分析。研究结果表明：列车逐渐向竖井靠近的时间段内，阻力系数一直在下降，最小值为1.57；在经过竖井的时间段，阻力系数大大增加，最大值为4.85，是最小值的3.08倍。列车匀速行驶时，尾车空气阻力在整车中占比最大，头车略小，分别为39.6%和24.7%；过竖井正下方时，头车空气阻力占比是整车的一半之多，达到了53.9%。过竖井前，前5节车厢转向架阻力在35%~45%内波动，尾车的仅占12.7%；过竖井时，4车厢转向架阻力占比最大，最大值为52.7%，头车的降到了17.0%；过竖井后，中间4车厢转向架区域占比最大，头车尾车的占比略小。
- 高速地铁 /
- 列车 /
- 隧道空气阻力 /
- 三维数值模拟
Abstract: As the aerodynamic drag directly affects the maximum running speed of high-speed train, energy consumption and safety, the three-dimensional numerical simulation method was used to study the train aerodynamic drag of 6 full-size trains running in the interval tunnel with ventilation shaft, and the change of air resistance with time in the tunnel, the resistance distribution characteristics of each train carriage, and the proportion of each carriage bogie in the whole vehicle resistance were analyzed in detail. The results indicate that during the time when the train gradually approached the shaft, the drag coefficient was always decreasing, and the minimum value was 1.57; in the time period after the shaft, the resistance coefficient increases greatly, with the maximum value of 4.85, which is 3.08 times of the minimum value; when the train travels at a constant speed, the air resistance of the tail car takes the largest proportion in the whole vehicle, and the head car is slightly smaller, which is 39.6% and 24.7% respectively; when passing directly below the shaft, the head car′s air resistance accounted for as much as half of the entire vehicle, reaching 53.9%; before passing through the shaft, the bogie resistance of the first five carriages fluctuated between 35% and 45%, while the resistance of the last carriage accounted for only 12.7%; when passing through the shaft, the resistance ratio of bogie in 4 carriages is the largest, with a maximum value of 52.7%, and that of the head car is reduced to 17.0%; after passing through the shaft, the bogie area of the middle 4 cars takes up the largest proportion, and the proportion of the head and tail cars is slightly smaller.
- high-speed metro /
- train /
- tunnel aerodynamic drag /
- three-dimensional numerical simulation

HTML全文

图 1 地铁列车外形

下载: 全尺寸图片幻灯片

图 2 计算区域示意图

下载: 全尺寸图片幻灯片

图 3 网格展示图

下载: 全尺寸图片幻灯片

图 4 列车在隧道中运行的阻力系数变化

下载: 全尺寸图片幻灯片

图 5 不同时刻6节车厢空气阻力系数百分比

下载: 全尺寸图片幻灯片

表 1 车体不同部位在不同时刻时所受空气阻力

车体部位	F/N			车体部位	F/N
车体部位	第42 s	第45 s	第48 s	车体部位	第42 s	第45 s	第48 s
整车	12 662.8	20 791.8	31 315.4	4车车身	597.6	338.8	1 600.7
1车车身	1 549.3	9 354.2	10 263.8	转向架7	163.0	143.4	466.2
转向架1	531.9	1 127.2	1 035.3	转向架8	154.6	234.5	773.1
转向架2	341.5	784.5	770.7	5车车身	750.1	594.1	2197.6
2车车身	558.6	1 586.4	1 467.6	转向架9	235.2	205.5	877.4
转向架3	208.7	501.7	502.2	转向架10	401.7	269.2	1 024.0
转向架4	179.7	413.4	403.9	6车车身	5348.5	1629.2	6 214.1
3车车身	530.7	2037.2	1 176.3	转向架11	377.1	391.0	947.3
转向架5	147.9	332.2	357.3	转向架12	399.6	471.3	764.5
转向架6	186.9	378.0	473.3

下载: 导出CSV

表 2 每节车厢对应转向架的空气阻力占比 %

位置	第42 s			第45 s			第48 s
位置	A	B	A+B	A	B	A+B	A	B	A+B
1车	22.0	14.1	36.1	10.0	7.0	17.0	8.6	6.4	15.0
2车	22.0	19.0	41.0	20.1	16.5	36.6	21.2	17.0	38.2
3车	17.1	21.6	38.7	12.1	13.8	25.9	17.8	23.6	41.4
4车	17.8	16.9	34.7	20.0	32.7	52.7	16.4	27.2	43.6
5车	17.0	29.0	46.0	19.2	25.2	44.4	21.4	25.0	46.4
6车	6.2	6.5	12.7	15.7	18.9	34.6	12.0	9.6	21.6

下载: 导出CSV

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