To study the aerodynamic effects and load spectra caused by high-speed trains passing through double-track tunnels, this paper uses unsteady, viscous, compressible Navier-Stokes equations and the Re-Normalization Group k-ε turbulence model with sliding grid technology for simulation. A dynamic model test is carried out to verify the calculation method and grid. This study considers the impact of the three main factors of the tunnel aerodynamic effect when the train passes through the tunnel. The peak of the aerodynamic load spectrum when the train is coupled to the tunnel is mainly concentrated in the range of 0–5 Hz. The results show that as the train speed increases, the peak pressure and pressure gradient increase significantly, and the maximum pressure gradient appears in the time between the peak and trough of the head wave. When two trains meet in the middle of the tunnel, the peak pressure and its position change significantly, and the maximum pressure gradient peaks reach 80.58 kPa/s. When two trains exit the tunnel, the pressure presents a fixed period of fluctuations, and the maximum pressure peak is only 0.09 kPa less than the peak when a single train passes through the tunnel at the same monitoring point.

为了研究高速列车通过双线隧道引起的气动效应和载荷谱，本文使用非定常、粘性、可压缩的 Navier-Stokes 方程和重新归一化群k - ε用滑动网格技术模拟湍流模型。进行动态模型试验以验证计算方法和网格。本研究考虑了列车通过隧道时隧道空气动力效应三个主要因素的影响。列车与隧道耦合时的气动载荷谱峰值主要集中在0-5Hz范围内。结果表明，随着列车速度的增加，峰值压力和压力梯度显着增加，最大压力梯度出现在顶波的波峰和波谷之间的时间。当两列列车在隧道中间相遇时，峰值压力及其位置发生显着变化，最大压力梯度峰值达到80.58 kPa/s。当两列火车驶出隧道时，