本文選題：高速列車 + 大風�。� 參考：《蘭州交通大學》2014年碩士論文

【摘要】：車輛駛出隧道過程中受到很強的列車風作用，氣動力非常復雜。而如果列車在駛出隧道的過程中，同時遭遇到外界大風的話，所受到的風載荷將更加復雜，在此作用下，車輛的動力學惡化，車輛的運行安全性將受到嚴重的影響。我國地貌廣闊，風力資源十分豐富。西北地區(qū)常年大風，蘭新線既有線上常因大風導致列車晚點，嚴重時，導致列車翻車。即將投入運營的蘭新第二雙線要途徑甘肅、青海和新疆三省，穿越五大風區(qū)，全線長1776km，其中有579.599位于大風區(qū)，占全線長的32.8%。新疆境內(nèi)通過大風區(qū)線路長度為462.409，占新疆境內(nèi)線路總長的64.8%。此外，蘭新第二雙線有11座隧道位于四大風區(qū)�？梢娧芯苛熊囋诖箫L下駛出隧道的過程是很有必要的。 本文模擬中，列車模型選用帶轉(zhuǎn)向架、受電弓導流罩及風擋的較真實的CRH2型列車模型，隧道洞門選用帽檐切削式洞門。由于選用的列車模型和隧道模型幾何形狀比較復雜，因此利用ICEM-CFD軟件在列車周圍和計算區(qū)域生成非結(jié)構(gòu)化的Tetra網(wǎng)格。另外本文采用滑移網(wǎng)格技術(shù)模擬列車駛出隧道的過程，滑移網(wǎng)格技術(shù)對滑移面兩側(cè)的網(wǎng)格要求較高，因此利用ICEM-CFD軟件在滑移面兩側(cè)生成結(jié)構(gòu)化的Hexa網(wǎng)格，再與Tetra網(wǎng)格融合。本文模擬中選用STAR-CD軟件進行模擬計算，模擬中，為了避免直接啟動引起的非物理現(xiàn)象，采用光滑啟動技術(shù)。湍流模型選用高雷諾數(shù)SST模型，在合理的邊界條件和初始條件的基礎(chǔ)上，采用PISO算法求解雷諾時均方程，用中心差分法離散擴散項，用MARS差分格式離散對流項，用CG方法求解離散后的代數(shù)方程組。在此基礎(chǔ)上模擬了列車駛出隧道的全過程。 本文研究了列車以200km h的速度在30m s的風速下駛出隧道過程中車體表面壓力及所受到的側(cè)向力、升力和傾覆力矩的變化過程，并研究了這一工況下隧道外流場的變化。進而對比了30和60兩種風速下，列車以200、220、250的速度駛出隧道，側(cè)向力、升力和傾覆力矩的不同，得出了列車速度對流場的影響和風速對流場的影響。本文所采用的網(wǎng)格融合技術(shù)可望為后續(xù)對較真實列車模型的研究提供有益的幫助，，本文模擬中所得到的結(jié)論可望為后續(xù)的研究提供有益的參考。
[Abstract]:The aerodynamic force is very complicated because of the strong train wind in the course of the vehicle exiting the tunnel. If the train encounters a strong wind in the process of exiting the tunnel, the wind load will be more complicated. Under the action, the vehicle dynamics will deteriorate and the safety of the vehicle will be seriously affected. Our country geomorphology is broad, wind energy resource is very rich. In Northwest China, the train is delayed because of the strong wind, and when it is serious, the train overturns. The second double line of Lanxin, which will be put into operation, will pass through Gansu, Qinghai and Xinjiang provinces, passing through the five gale areas. The whole line is 1776km long, of which 579.599 are located in the gale area, accounting for 32.8km of the total length of the line. The length of transmission line in Xinjiang is 462.409, which accounts for 64.8% of the total length of line in Xinjiang. In addition, the second double-lane Lanxin 11 tunnels located in the four-strong area. Therefore, it is necessary to study the process of the train going out of the tunnel under the strong wind. In the simulation of this paper, the actual CRH2 train model with bogie, pantograph guide cover and windshield is used in the train model, and the Hatter cutting door is used in the tunnel portal. Due to the complex geometry of the train model and tunnel model, the ICEM-CFD software is used to generate unstructured Tetra mesh around the train and the computing area. In addition, the sliding grid technology is used to simulate the process of train exit from the tunnel. The sliding grid technology requires higher grid on both sides of the slip plane, so the ICEM-CFD software is used to generate structured Hexa mesh on both sides of the slip surface and then merge with the Tetra grid. In order to avoid the non-physical phenomenon caused by direct startup, the smooth startup technique is adopted in this paper. In order to avoid the non-physical phenomena caused by direct startup, the STAR-CD software is used to simulate and calculate. The high Reynolds number SST model is used in the turbulent model. On the basis of reasonable boundary conditions and initial conditions, the PISO algorithm is used to solve the Reynolds time-averaged equation, the central difference method is used to discretize the diffusion term, and the MARS difference scheme is used to discretize the convection term. The CG method is used to solve the discrete algebraic equations. On this basis, the whole process of train exiting the tunnel is simulated. In this paper, the variation process of the surface pressure, lateral force, lift force and overturning moment of the train in the course of moving out of the tunnel at the speed of 200km h at the wind speed of 30 Ms is studied, and the variation of the tunnel flow field under this condition is also studied. Furthermore, the difference of lateral force, lift and overturning moment between 30 and 60 kinds of wind speed is compared, and the influence of train velocity field and wind velocity flow field is obtained. The mesh fusion technique used in this paper is expected to provide useful help for the further study of the real train model, and the conclusions obtained in the simulation in this paper are expected to provide a useful reference for further research.
【學位授予單位】：蘭州交通大學
【學位級別】：碩士
【學位授予年份】：2014
【分類號】：U270.11;U451.3

【參考文獻】

相關(guān)博士學位論文 前1條

1 苗秀娟;瞬態(tài)風荷載下的列車運行安全性研究[D];中南大學;2012年

本文編號：1849835