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Comparison of aerodynamic performance of moving train model at bridge–tunnel section in wind tunnel with or without tunnel portal
Tunnelling and Underground Space Technology ( IF 6.9 ) Pub Date : 2023-02-09 , DOI: 10.1016/j.tust.2023.105030
Dehui Ouyang, Weichao Yang, E Deng, Youwu Wang, Xuhui He, Linbo Tang

The moving train model test for wind tunnels is an advanced and effective research method for studying the aerodynamic effect of trains passing through tunnel portals in crosswind environments. However, the modelling of tunnel portal structures is cumbersome, and its influence on test results remains unclear. Here, the influence law of the presence and absence of a tunnel portal on the aerodynamic performance of a train was investigated via a wind tunnel test and an improved delayed eddy simulation turbulence model with “mosaic” mesh technology. First, the difference between train locomotion on the windward and leeward side lines with and without a portal was compared from the perspectives of aerodynamic load amplitude, power spectral density (PSD), and standard deviation. Second, the influence of vehicle speed on the amplitude of the train’s aerodynamic load was studied, and the recommended critical speed was determined. Finally, the applicability of the moving model test results under different scale ratios (Reynolds numbers) was explored. Key results show that the aerodynamic load amplitude, PSD peak and standard deviation of the train on the leeward side line are generally higher than those on the windward side line. As indicated by the lift force in the ‘EX’ process without the tunnel portal, the amplitude on the leeward side line is 1.73 time the corresponding values on the windward side line. At speeds of 6, 12 and 18 m/s, when the moving train model speed reaches 12 m/s, the influence of the tunnel portal on the aerodynamic load amplitude can be ignored. The results imply a serious distortion of the aerodynamic load amplitude for the 1:20 model scale, whereas it appears to be appropriate at the 1:16.8 and 1:10 scales. The model test with a Reynolds number of 2.67 × 105 offers an ideal reference value for real trains.



中文翻译:

有无洞口风洞桥隧段动车模型气动性能比较

风洞动车模型试验是研究侧风环境下列车通过隧道洞口气动效应的一种先进有效的研究方法。然而,隧道洞口结构的建模较为繁琐,其对试验结果的影响尚不明确。在此,通过风洞试验和采用“马赛克”网格技术改进的延迟涡模拟湍流模型,研究了隧道入口存在与否对列车气动性能的影响规律。首先,从气动载荷幅值、功率谱密度(PSD)和标准偏差的角度比较了列车在有和没有门架的迎风侧和背风侧线路上的运动差异。第二,研究了车速对列车气动载荷幅值的影响,确定了推荐的临界速度。最后,探讨了不同尺度比(雷诺数)下动模试验结果的适用性。主要结果表明,列车在背风面线路的气动载荷幅值、PSD峰值和标准差普遍高于迎风面线路。正如没有隧道入口的“EX”过程中的升力所示,背风侧线上的振幅是迎风侧线上相应值的 1.73 倍。在速度分别为6、12和18 m/s时,当动车模型速度达到12 m/s时,隧道洞口对气动载荷幅值的影响可以忽略不计。结果表明 1:​​20 模型比例的气动载荷幅度严重失真,而在 1:16.8 和 1:10 比例下似乎是合适的。雷诺数为2.67×10的模型试验5为实际列车提供了一个理想的参考值。

更新日期:2023-02-12
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