真空管道磁浮交通气动特性的尺度效应

胡啸; 马天昊; 王潇飞; 邓自刚; 张继旺; 张卫华; 张琨; 彭方进

doi:10.3969/j.issn.0258-2724.20220010

真空管道磁浮交通气动特性的尺度效应

doi: 10.3969/j.issn.0258-2724.20220010

胡啸^{1, 2,},
马天昊^{1, 2},
王潇飞³,
邓自刚^{1, 2, ,},
张继旺¹,
张卫华^{1, 2},
张琨⁴,
彭方进⁴

1.
西南交通大学轨道交通运载系统全国重点实验室，四川成都 610031
2.
西南交通大学超高速真空管道磁浮交通研究中心，四川成都 610031
3.
西南交通大学力学与航空航天学院，四川成都 610031
4.
中铁第四勘察设计院集团有限公司，湖北武汉 430063

基金项目: 国家自然科学基金（52022086）；四川省科技厅创新团队项目（2022JDTD0011）

详细信息

作者简介:
胡啸（1995—），男，博士研究生，研究方向为轨道交通气动效应及控制，E-mail：hu@my.swjtu.edu.cn

通讯作者:
邓自刚（1982—），男，研究员，研究方向为高温超导磁悬浮及真空管道交通，E-mail：deng@swjtu.cn

中图分类号: U171；TB79
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- 被引次数: 0
出版历程
- 收稿日期: 2022-01-11
- 修回日期: 2022-08-21
- 网络出版日期: 2023-06-19
- 刊出日期: 2022-08-29

Scale Effect of Aerodynamic Characteristics in Evacuated Tube Maglev Transport

HU Xiao^{1, 2
,},
MA Tianhao^{1, 2},
WANG Xiaofei³,
DENG Zigang^{1, 2
, ,},
ZHANG Jiwang¹,
ZHANG Weihua^{1, 2},
ZHANG Kun⁴,
PENG Fangjin⁴

1.
State Key Laboratory of Rail Transit Vehicle System, Southwest Jiaotong University, Chengdu 610031, China
2.
Research Center for Super-High-Speed Evacuated Tube Maglev Transport, Southwest Jiaotong University, Chengdu 610031, China
3.
School of Mechanics and Aerospace Engineering, Southwest Jiaotong University, Chengdu 610031, China
4.
China Railway Siyuan Survey and Design Group Co., Ltd., Wuhan 430063, China

摘要

摘要:
为了探究管道列车的尺度对波系、尾涡以及气动载荷的影响，基于CFD软件建立三种模型尺度（1∶1，1∶5和1∶10），同时考虑两种悬浮间隙关系（车轨相对间隙不变和绝对悬浮高度不变）的模型；采用改进的延迟分离涡模拟（IDDES）湍流模型和重叠网格技术模拟了列车在管道动态运动，并用风洞试验数据验证了数值方法和网格策略的合理性. 研究结果表明：列车尺度（雷诺数）增大，车前活塞区域变长，尾流扰动区范围缩短；雷诺数对近尾流区的涡对演化影响较小，但在远尾流区，随着列车尺度减小，涡对脉动变强，涡对强度的差异导致了车后正激波形态的差异；列车表面最大正压值和最大负压值均随着列车尺度增大而增大，悬浮间隙对最大正压值影响较小，但与最大负压值成正相关关系；尺度效应从压差阻力和摩擦阻力两方面共同影响气动阻力，整车摩擦阻力和头、中间车的压差阻力与雷诺数正相关，但是尾车压差阻力受附着激波的强度影响恰恰相反；列车尺度和悬浮高度均对升力影响较大. 相对于全尺寸模型，1∶10模型（悬浮高度20 mm）的最大正压值减小3.82%，最大负压值增大3.94%，整车总阻力增大8.64%，头车升力减小101.56%，尾车升力增大15.88%.
- 真空管道 /
- 重叠网格 /
- 尺度效应 /
- 悬浮高度 /
- 气动特性
Abstract:
In order to investigate the effect of the scale of a tube train on wave systems, wake vortices, and aerodynamic loads, three model scales (1∶1, 1∶5, and 1∶10) were established based on computational fluid dynamics（CFD） software, and two types of suspension gap relationships (constant relative gap between tracks and constant absolute suspension height) were considered. The improved delayed detached eddy simulation (IDDES) turbulence model and the overlapping mesh method were utilized to simulate the train’s dynamic motion in the tube, and wind tunnel test data were used to validate the numerical method and mesh strategy. The study results demonstrate that as the train scale (Reynolds number) increases, the front piston region lengthens, and the wake disturbance region shrinks in extent; Reynolds number has less effect on vortex pair evolution in the near wake region, but in the far wake region, vortex pair pulsation becomes stronger as the train scale decreases, and the difference in vortex pair strength leads to differences in the normal shock wave pattern in the rear of the train; the maximum positive and negative pressure values on the train surface increase as the scale of the train increases; the suspension gap has less influence on the maximum positive pressure value, but it is positively correlated with the maximum negative pressure value. The scale effect affects the aerodynamic drag from both pressure drag and friction drag. The friction drag of the whole train and the pressure drag of the head and middle trains are positively related to the Reynolds number; the pressure drag of the tail train, however, is influenced by the strength of the attached shock wave in an opposite way. Both train scale and suspension height significantly affect the lift. Compared with the full-scale model, the 1∶10 model (suspension height of 20 mm) has a 3.82% reduction in maximum positive pressure, a 3.94% increase in maximum negative pressure, an 8.64% increase in total drag, a 101.56% reduction in the lift of the head train, and a 15.88% increase in the lift of the tail train.
- evacuated tube /
- overlapping mesh /
- scale effect /
- suspension height /
- aerodynamic characteristics

HTML全文

图 1 高温超导磁浮列车和管道几何模型

Figure 1. Geometric models for high-temperature superconducting maglev train and tube

下载: 全尺寸图片幻灯片

图 2 计算区域与边界条件

Figure 2. Computational region and boundary conditions

下载: 全尺寸图片幻灯片

图 3 计算模型的体网格

Figure 3. Volume mesh of computational model

下载: 全尺寸图片幻灯片

图 4 SOCBT模型尺寸

Figure 4. Size of SOCBT model

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图 5 SOCBT上表面压力系数分布

Figure 5. Distribution of surface pressure coefficient of SOCBT

下载: 全尺寸图片幻灯片

图 6 列车前方空间流场分布

Figure 6. Spatial flow field distribution in front of the train

下载: 全尺寸图片幻灯片

图 7 列车尾流流场空间分布

Figure 7. Spatial distribution of train wake flow field

下载: 全尺寸图片幻灯片

图 8 不同尺度下管道空间压力分布

Figure 8. Pressure distribution inside the tube with different scales

下载: 全尺寸图片幻灯片

图 9 不同尺度下尾涡结构

Figure 9. Wake vortex structure with different scales

下载: 全尺寸图片幻灯片

图 10 列车纵向对称线C_p分布比较

Figure 10. Comparison of C_p distribution on the longitudinal symmetry line of the train

下载: 全尺寸图片幻灯片

表 1 计算工况参数

Table 1. Parameters of calculation cases

工况	缩尺比例	列车速度/ （km·h⁻¹）	雷诺数/×10⁵	悬浮高度/m
1	1∶1	1000	7.240	0.020
2	1∶5	1000	1.448	0.004
3	1∶5	1000	1.448	0.020
4	1∶10	1000	0.724	0.002
5	1∶10	1000	0.724	0.020

下载: 导出CSV

表 2 不同尺度下列车平均阻力系数

Table 2. Average drag coefficient of trains with different scales

工况	头车			中间车			尾车			整车
工况	压差阻力	摩擦阻力	总阻力	压差阻力	摩擦阻力	总阻力	压差阻力	摩擦阻力	总阻力	压差阻力	摩擦阻力	总阻力
1	1.2144	0.0622	1.2766	0.0132	0.0537	0.0669	1.1826	0.0815	1.2641	2.4359	0.1980	2.6339
2	1.2309	0.0795	1.3104	0.0147	0.0706	0.0854	1.1615	0.1119	1.2734	2.4198	0.2629	2.6827
3	1.2591	0.0799	1.3390	0.0225	0.0728	0.0953	1.1795	0.1139	1.2934	2.4746	0.2665	2.7412
4	1.2363	0.0863	1.3226	0.0163	0.0808	0.0970	1.1519	0.1313	1.2832	2.4144	0.2993	2.7137
5	1.2854	0.0865	1.3719	0.0400	0.0860	0.1260	1.2149	0.1357	1.3506	2.5522	0.3093	2.8615

下载: 导出CSV

表 3 不同尺度下列车平均升力系数

Table 3. Average lift coefficient of trains with different scales

工况	头车	中间车	尾车	整车
1	0.1156	−0.0029	0.3368	0.4363
2	0.0534	−0.0190	0.3659	0.3920
3	0.0171	−0.0252	0.3754	0.3562
4	0.0491	−0.0167	0.3688	0.3883
5	−0.0018	−0.0424	0.3903	0.3368

下载: 导出CSV

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