时速350km动车组过隧道气动效应分析  

Analysis on aerodynamic effects of 350 km/h EMU passing tunnels

作　　者：王秀珍[1] 刘堂红[2] 

机构地区：[1]包头铁道职业技术学院铁道机车车辆系,内蒙古包头014040 [2]中南大学轨道交通安全教育部重点实验室,湖南长沙410075

出　　处：《铁道科学与工程学报》2013年第1期92-97,共6页Journal of Railway Science and Engineering

基　　金：国家自然科学基金资助项目(51005249)

摘　　要：采用数值模拟计算的方法,对时速350 km动车组通过70 m2单线隧道和100 m2双线隧道的压力变化进行研究。研究结果表明:单列车通过单、双线隧道时,除曲率变化较大的头、尾部位置不同测点压力变化差别较大外,列车中部不同位置测点压力变化基本相同,隧道入口前20 m,隧道壁面压力变化幅值随测点距隧道口距离的增加而迅速增大,20 m后增加变缓,在200 m左右达到最大;单线隧道内,各截面上压力变化幅值最大相差不超过3%,三维效应不明显,双线隧道内,隧道口处的三维效应比较明显,隧道中部三维效应减弱,在隧道入口6 m和隧道中部250 m位置,不同测点压力变化幅值最大分别相差82.8%和11.3%。Using numerical simulation, the pressure changes analyzed for 350 km/h EMU passing through a single - track tunnel with 70 m^2 cross sectional area and a double - track tunnel with 100 m^2 cross sectional area. The re-sults show that the pressure changes of the measured points in the middle part of the train are almost the same, however, those in the head and end of the train where the curvature changes greatly have a great difference rela-tively. In front of the tunnel entrance, before 20 m, the amplitude of pressure changes on the tunnel wall increases rapidly with the distance from the measured point to the tunnel portal increasing. After 20 m, its increase slows down. And at the 200 m position, it reaches the maximum. For a single - track tunnel, the largest difference of the amplitude of pressure change on the same section is less than 3%, and the three - dimensional effect is not obvi- ous. For a double - track tunnel, the three - dimensional effect at the tunnel entrance is more obvious, and it weakens in the middle of the tunnel. In the tunnel portal of 6 m and middle position of 250 m, the biggest differ-ence of pressure change amplitude among different points is 82.8% and 11.3% respectively.

关 键 词：动车组 隧道 压力变化 三维效应 

分 类 号：U25[交通运输工程—道路与铁道工程] U271.91[机械工程—车辆工程]