高速列车风阻制动风翼板气动性能影响研究  

Research on the Influence of Aerodynamic Performance of High-speed Train Air Brake Blades

作　　者：王伟 谢红太 王云飞 柴伟 马敬武 武振锋[2] WANG Wei;XIE Hongtai;WANG Yunfei;CH AI Wei;MA Jingwu;WU Zhenfeng(Railway Planning and Design Institute,China Design Group Co.,Ltd.,Nanjing,Jiangsu 210014,China;School of Mechatronic Engineering,Lanzhou Jiaotong University,Lanzhou,Gansu 730070,China;CRRC Qingdao Sifang Co.,Ltd.,Qingdao,Shandong 266111,China)

机构地区：[1]华设设计集团股份有限公司铁道规划设计研究院,江苏南京210014 [2]兰州交通大学机电工程学院,甘肃兰州730070 [3]中车青岛四方机车车辆股份有限公司,山东青岛266111

出　　处：《机车电传动》2021年第6期25-41,共17页Electric Drive for Locomotives

基　　金：兰州交通大学青年科学基金项目(2017011,2019015);华设设计集团股份有限公司科技项目(KY2021075)。

摘　　要：当速度大于300 km/h的高速列车紧急制动时,风阻制动是一种行之有效的辅助制动措施。基于三维定常不可压的黏性流场N-S和k-ε双方程模型,采用计算流体动力学方法对带制动风翼板的高速列车气动性能做初步分析,分别从列车所受气动阻力、垂向力、横向力、流场气动干扰效应、气动噪声等方面对首排制动风翼板在不同纵向位置、不同迎风角度和不同组风翼板纵向布置的选择做了详细计算说明。初步研究表明:(1)当头车车顶安装单排制动风翼板的高速列车在行驶速度为350 km/h的过程中采取紧急制动时,列车所受的空气制动阻力比未安装风翼板时增大约45%,所受垂向升力增大约70%;(2)采用风阻制动时制动风翼板迎风面所受最大压力和平均压力随着速度增大从远环境压力值呈抛物线形式增加,所受最小压力从远环境压力值呈倒抛物线形式减小;(3)在首排风翼板安装位置距离头车司机室前端流线型尾端连接处2 m范围内,列车空气阻力随着距离的增大而降低,所受垂向升力基本保持不变,风翼板前后形成的正负压区范围逐渐变小减弱;(4)首排制动风翼板迎风角在45°~90°内逐渐扩大时,列车所受空气阻力基本保持不变,垂向升力呈先增大后缓降的趋势,气动干扰效应和风翼板迎风面的高压区域逐步减弱;(5)在列车头车车顶最大等间距布置多组制动风翼板时,随着风翼板布置组数的增多,列车承受的空气阻力缓慢增加,垂向升力基本保持不变,制动风翼板间气动干扰效应逐渐增强,风翼板迎风面受压呈现出第1组的受压最大,后续各组压力峰值基本保持一致,略有波动。When the emergency braking of high-speed trains is greater than 300 km/h,wind resistance braking is an effective auxiliary braking measure.In this paper,based on the N-S and k-s double equation model of the three-dimensional steady incompressible viscous flow field,a preliminary analysis of the aerodynamic performance of the high-speed train with brake wing panels was carried out with the computational fluid dynamics method.Directional force,vertical lift,lateral force,gas flow field aerodynamic interference effect and aerodynamic noise were calculated and explained in detail on the selection of different longitudinal positions,different upwind angles and different sets of longitudinal arrangement of the first row of wind wing panels.Preliminary research shows that:①When a single-row brake wing panel is installed on the roof of a 350 km/h high-speed train headway for emergency braking,the air brake resistance of the train will increase by approximately 45%compared with that without the wing panel,and the vertical lift will increase by approximately 70%;②When using wind resistance braking,the maximum pressure and average pressure on the windward surface of the brake wing plate increase in the form of parabola from the far ambient pressure value with the increase of speed,and the minimum pressure decreases in the form of inverted parabola from the far ambient pressure value;③The installation position of the first row of wind wing panels is within 2 m of the streamlined tail joint at the front of the driver’s cab,the air resistance of the train decreases as the distance increases,and the vertical lift is basically unchanged.The range of positive and negative pressure zones formed before and after the wind wing panels gradually becomes smaller and weaker;④When the windward angle of the first row brake wing plate is gradually expanded within 45°~90°,the air resistance of the train remains basically unchanged,the vertical lift increases first and then decreases slowly,and the aerodynamic interference effect

关 键 词：高速列车 空气动力学 气动特性 气动噪声 制动风翼板 空气阻力 数值模拟 仿真 

分 类 号：U266.2[机械工程—车辆工程]