不同车厢号的按比例高速列车在长隧道中运行时的流场和声场

IF 4.4 1区 工程技术 Q2 TRANSPORTATION SCIENCE & TECHNOLOGY
Qiliang Li, Yuqing Sun, Menghan Ouyang, Zhigang Yang
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引用次数: 0

摘要

采用分离式不可压缩大涡模拟和声学扰动方程,在长隧道中获得了三节、六节和八节客车的 1:25 比例列车的流场和声场,并通过相同比例的双客车列车模型的风洞试验验证了空气动力学结果。三组列车头部客车的时均阻力系数相近,但多组列车尾部客车的时均阻力系数远大于三组客车。八节车厢列车从头车厢到尾车厢的空气动力系数标准偏差(STD)增量最大:阻力系数(Cd)为 0.0110,升力系数(Cl)为 0.0198,侧向系数(Cs)为 0.0371。多节车厢列车底部的总声压级呈明显的流向增加,这与三节车厢列车不同。只有当客车数达到一定值时,隧道壁才会影响底部的声学分布。湍流压力和声压的傅里叶变换表明,客车数量对峰值频率影响不大,但会增加尾部转向架空腔的声压级值。此外,与湍流压力不同,转向架腔内的前两个声压正交分解(POD)模式包含了总能量的 90%,空间分布表明头部和尾部转向架的声学分布与客车数无关。
本文章由计算机程序翻译,如有差异,请以英文原文为准。

Flow and sound fields of scaled high-speed trains with different coach numbers running in long tunnel

Flow and sound fields of scaled high-speed trains with different coach numbers running in long tunnel

Segregated incompressible large eddy simulation and acoustic perturbation equations were used to obtain the flow field and sound field of 1:25 scale trains with three, six and eight coaches in a long tunnel, and the aerodynamic results were verified by wind tunnel test with the same scale two-coach train model. Time-averaged drag coefficients of the head coach of three trains are similar, but at the tail coach of the multi-group trains it is much larger than that of the three-coach train. The eight-coach train presents the largest increment from the head coach to the tail coach in the standard deviation (STD) of aerodynamic force coefficients: 0.0110 for drag coefficient (Cd), 0.0198 for lift coefficient (Cl) and 0.0371 for side coefficient (Cs). Total sound pressure level at the bottom of multi-group trains presents a significant streamwise increase, which is different from the three-coach train. Tunnel walls affect the acoustic distribution at the bottom, only after the coach number reaches a certain value, and the streamwise increase in the sound pressure fluctuation of multi-group trains is strengthened by coach number. Fourier transform of the turbulent and sound pressures presents that coach number has little influence on the peak frequencies, but increases the sound pressure level values at the tail bogie cavities. Furthermore, different from the turbulent pressure, the first two sound pressure proper orthogonal decomposition (POD) modes in the bogie cavities contain 90% of the total energy, and the spatial distributions indicate that the acoustic distributions in the head and tail bogies are not related to coach number.

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来源期刊
Railway Engineering Science
Railway Engineering Science TRANSPORTATION SCIENCE & TECHNOLOGY-
CiteScore
10.80
自引率
7.90%
发文量
1061
审稿时长
15 weeks
期刊介绍: Railway Engineering Science is an international, peer-reviewed, and free open-access journal that publishes original research articles and comprehensive reviews related to fundamental engineering science and emerging technologies in rail transit systems, focusing on the cutting-edge research in high-speed railway, heavy-haul railway, urban rail transit, maglev system, hyperloop transportation, etc. The main goal of the journal is to maintain high quality of publications, serving as a medium for railway academia and industry to exchange new ideas and share the latest achievements in scientific research, technical innovation and industrial development in railway science and engineering. The topics include but are not limited to Design theory and construction technology System dynamics and safetyElectrification, signaling and communicationOperation and maintenanceSystem health monitoring and reliability Environmental impact and sustainabilityCutting-edge technologiesThe publication costs for Railway Engineering Science are fully covered by Southwest Jiaotong University so authors do not need to pay any article-processing charges.
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