时速120 km地铁快线空气动力学试验研究  

Experimental study on aerodynamics of 120 km/h metro express line

作　　者：陈勇[1,2] 李杨 左建勇 梁习锋[3] CHEN Yong;LI Yang;ZUO Jianyong;LIANG Xifeng(Tongji University,Shanghai 201804,China;CRRC Zhuzhou Electric Locomotive Co.,Ltd.,Zhuzhou 412001,China;Key Laboratory of Traffic Safety on Track of Ministry of Education,School of Traffic&Transportation Engineering,Central South University,Changsha 410075,China)

机构地区：[1]同济大学,上海201804 [2]中车株洲电力机车有限公司,湖南株洲412001 [3]中南大学交通运输工程学院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》2024年第3期1156-1167,共12页Journal of Railway Science and Engineering

基　　金：国家重大技术装备攻关工程项目(2019430204);湖南省科技创新计划资助项目(2021RC2107)。

摘　　要：为探明设计时速120 km快速地铁列车在多区段桥隧衔接线路运行时的气动效应和气密性能,采用实车试验的方法,在武汉某多区段桥隧衔接地铁快线对某4车编组的新研A型密封性地铁列车开展空气动力学测试。实验测试系统采用LL-250-15A型Kulite压力传感器,通过测量列车外部和内部的瞬态压力变化,分析全线路车外压力波动特性,对比沿列车长度方向不同测点位置的压力变化幅值,并分析不同空调状态下的车内压力舒适性。经过3次实验测试分析,该实验的结果具有可重复性。研究结果表明:全线路运行时,列车在隧道段内加减速导致车外压力变化幅值明显大于高架段,气动效应最恶劣的位置为地下段人防门变截面处,列车上行通过该处时车外任意3 s内压力变化幅值为1 071 Pa,下行通过该处时车外任意3 s内压力变化幅值为905 Pa;相对于下行线全线路,上行线车外任意3 s内压力变化幅值大18.3%;列车正线运营时压力波保护阀会在压力变化剧烈区段进行动作响应,列车上行时,空调开启、压力波保护阀正常启用状态下,车内任意3 s内压力变化幅值相对于压力波保护阀打开未启用时减少了16%,下行时,减少了28%,空调压力波保护阀能够有效降低车外压力波动对车内气压变化的影响。本文研究成果可为快速地铁线路设计、地铁列车运营及地铁气密性优化提供参考依据。To investigate the aerodynamic effects and dynamic airtight performance of the fast metro train designed for a speed of 120 km/h when running on the multi-section bridge and tunnel connection line,a full-scaled test was conducted.A sealed metro train was developedwith 4-car marshaling on a multi-section bridge and tunnel connecting subway express line in Wuhan.The testing system used LL-250-15A Kulite pressure sensor to measure the transient pressure changes outside and inside the train.The characteristics of pressure fluctuation outside the train were analyzed,and the amplitude of pressure variation at different measuring points along the train length were compared.The pressure comfort inside the train under different air conditioning conditions was analyzed.Proved by three same experimental tests,the experimental results were repeatable.The results show that when the train accelerates and decelerates in the tunnel section during the whole line operation,the amplitude of pressure variation outside the train is significantly larger than that in the elevated section.The worst aerodynamic effect occurs at the variable section of the air defense door in the underground section,when the train passes through this area in the up-line,the pressure outside the train changes by 1071 Pa within any 3 seconds while it changes by 905 Pa within any 3 seconds in the down-line.Compared with the down line,the pressure fluctuation amplitude of any 3 seconds outside the train of up line is 18.3%larger.During the operation of the train,the pressure wave protection valve acts in response to severe pressure changes.When the air conditioning is on and the pressure wave protection valve is normally in operation,the pressure within any 3 seconds inside the train decreases by 16%in the up line and 28%in the down line compared with that when the pressure wave protection valve is open but not in operation.The air conditioning pressure wave protection valve can effectively reduce the influence of pressure fluctuation outside the train on the

关 键 词：地铁快线 桥隧衔接 实车试验 压力波 气密性 

分 类 号：U270.2[机械工程—车辆工程]