Aerodynamic Characteristics of Open Wire of Superconducting Maglev Train and Its Influence on Levitation State
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摘要:
超导电动悬浮列车设计速度达到600 km/h，车体附近流动加剧，受到的气动荷载也急剧增加. 为研究超导电动悬浮列车气动荷载作用下车辆的悬浮状态，基于有限元方法，采用SST
k -ω 湍流模型计算并分析某型磁浮列车明线工况下气动特性；并基于气动特性提出一种分部件提取气动荷载及加载方式，可以更为真实地反映气动荷载作用下的动力学响应. 磁浮列车气动特性结果表明：U型轨道较大程度限制车体附近流动，尾涡在U型轨内部需要较长距离耗散；磁浮列车悬浮架与轨道间横向间隙变化使得悬浮架底部出现负压，以600 km/h速度为例，整体提取头车及中间车为升力，尾车则为下压力；分部件提取三车体均为升力，且升力幅值头车>尾车>中间车，悬浮架受到下压力且一位及四位悬浮架压力幅值大于二位及三位悬浮架；2种提取方式的气动荷载合力相同，但分部件提取时，仅车体气动升力幅值达到整体提取方式的约5倍. 气动荷载作用下车辆动力学结果表明：气动荷载对悬浮架位移影响较为有限，最大高度变化量不超过7 mm，且不同加载方式下几乎无差异；2种加载方式对动力学影响的区别主要反映于空簧受力变化量，分部件加载方式下空簧力最大为整体加载方式空簧力的2.86倍.-
关键词:
- 磁浮列车 /
- 计算流体力学(CFD) /
- 气动荷载 /
- 动力学特性
Abstract:The design speed of the superconducting maglev train reaches 600 km/h, causing intensified flow around the vehicle body and a sharp rise in aerodynamic loads. To study the train’s levitation state under aerodynamic loads, the finite element method was used, and the SST
k -ω turbulence model was adopted to calculate the aerodynamic characteristics of a certain type of maglev train under open wire conditions. Additionally, based on these aerodynamic characteristics, a method for extracting aerodynamic loads and loading them in parts was proposed, which could more accurately reflect the dynamic responses under aerodynamic loads. The aerodynamic characteristics of the maglev train indicate that the U-shaped track significantly restricts flow near the vehicle body, making the tail vortex dissipate over a considerable distance within the U-shaped rail. Variations in transverse clearance between the maglev suspension frames and the track lead to the formation of negative pressure beneath the suspension frames. By taking a speed of 600 km/h as an example, the overall extraction of the head train and the middle train generates lift force, while the tail train experiences downforce. Additionally, the lift force is extracted from the individual components of the three vehicle bodies, and the lift amplitude in descending order is the head train > tail train > middle train. The suspension frames experience downforce, with the pressure amplitude of the first and fourth suspension frames being greater than that of the second and third suspension frames. Although the aerodynamic load force remains consistent across the two extraction methods, the aerodynamic lift amplitude of the vehicle body extracted through partial components is approximately five times greater than that of the whole extraction method. The results of vehicle dynamics under aerodynamic load reveal that the impact of aerodynamic load on suspension frame displacement is minimal, with the maximum height variation being less than 7 mm and showing little difference between the various loading methods. The primary distinction between the two loading modes in terms of dynamics is observed in the variation of the air spring force, where the maximum air spring force in the partial component loading mode is 2.86 times greater than that in the whole loading mode. -
图 10 悬浮架截面压力及速度云图
Figure 10. Pressure and velocity contours of suspension frame section
图 11 不同提取方式下车体气动荷载
Figure 11. Aerodynamic load of vehicle body under different extraction methods
表 1 网格参数
Table 1. Grid parameters
网格质量 数量/
（×107个）车体最大面网格/mm 加密区最大体网格/mm 粗糙 4.74 100 200 中等 6.60 100 100 精细 7.92 80 100 
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表 2 网格无关性验证
Table 2. Verification of grid independence
网格 ${C_{L,h}}$ ${C_{L,t}}$ $ {C_{D,h}} $ ${C_{D,t}}$ 粗糙 0.0826 − 0.0665 0.0975 0.0828 中等 0.0875 − 0.0755 0.0954 0.0861 精细 0.0868 − 0.0713 0.0975 0.0905
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表 3 时均压力系数计算方法验证
Table 3. Validation of time-averaged pressure coefficient calculation method
测点 实测值 计算值 相对误差/% p1 0.240 0.21641 9.83 p2 0.034 0.03294 3.13 p3 0.016 0.01547 3.31
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