本文選題：高速列車 + 過渡段��； 參考：《西南交通大學》2017年碩士論文

【摘要】：橫風環(huán)境下,橋梁與隧道、路塹以及路堤的軌道上方風場分布有所不同,高速列車在橋梁上運行與在隧道、路塹和路堤上運行時氣動特性有一定差異,影響行車安全。當列車通過橋隧過渡段、橋塹過渡段和橋堤過渡段時,列車氣動力必定有所變化。首先建立了橋隧、橋塹和橋堤過渡段模型,采用動網(wǎng)格技術(shù)來模擬列車通過過渡段的全過程,并將數(shù)值仿真模擬結(jié)果與風洞試驗對比,驗證了本文模擬方法的可靠性。計算了車速為250km/h時5種不同風速下列車通過橋隧、橋塹和橋堤三種過渡段時列車的氣動特性;風速25m/s時列車以5種不同車速通過橋隧、橋塹和橋堤三種過渡段時列車的氣動特性。研究了不同風速和車速下頭車、中間車和尾車橫向力和升力的變化規(guī)律,得到了列車通過各過渡段時氣動力的最值�？紤]在橋梁兩側(cè)增加風屏障的方式來優(yōu)化列車通過各過渡段時氣動力,對比了增加風屏障前后列車橫向力和升力的變化。研究結(jié)果表明:列車經(jīng)過不同過渡段時氣動力差異較大,在列車經(jīng)過各過渡段時頭車、中間車和尾車氣動力變化規(guī)律也不盡相同。風速對各節(jié)車橫向力和升力影響較大,而車速對其影響相對較小。頭車和中間車的氣動力隨風速和車速變化規(guī)律明顯,尾車氣動力隨風速和車速變化規(guī)律較為復雜。在橋梁兩側(cè)增加風屏障后列車通過過渡段時各節(jié)車橫向力和升力變化幅值有所減小,增加風屏障能有效優(yōu)化列車經(jīng)過過渡段時氣動力。
[Abstract]:Under the crosswind environment, the wind field distribution over the track of bridge and tunnel, cutting and embankment is different, and the aerodynamic characteristics of high-speed train running on bridge and tunnel, cutting and embankment are different, which affects the safety of driving. When the train passes through the bridge and tunnel transition section, the bridge cut transition section and the bridge embankment transition section, the train aerodynamic force is bound to change. First, the model of bridge, tunnel, cut and embankment is established, and the whole process of train passing through transition section is simulated by using dynamic grid technology. The numerical simulation results are compared with the wind tunnel test to verify the reliability of the simulation method in this paper. The aerodynamic characteristics of trains passing through bridge and tunnel, bridge cutting and bridge embankment under five different wind speeds are calculated when the speed is 250km/h, and the train passes through bridge and tunnel with five different speeds when the speed of 25m/s is 25m/s. Aerodynamic characteristics of train in three transition sections of bridge cutting and bridge embankment. The variation law of transverse force and lift force of head car, middle car and tail car under different wind speed and speed are studied, and the maximum value of aerodynamic force when the train passes through each transition section is obtained. Considering the way of increasing wind barrier on both sides of bridge to optimize the aerodynamic force of train passing through each transition section, the variation of lateral force and lift force of train before and after the increase of wind barrier is compared. The results show that there is a great difference in aerodynamic force when the train passes through different transition sections, and the aerodynamic variation law of the first, middle and rear cars is also different when the train passes through each transition section. Wind speed has great influence on lateral force and lift force, while speed has little effect on it. The change of aerodynamic force with wind speed and speed is obvious, while that of tail car with wind speed and speed is more complex. When the train passes through the transition section, the variation amplitude of transverse force and lift force of each segment decreases after increasing the wind barrier on both sides of the bridge. The increase of the wind barrier can effectively optimize the aerodynamic force of the train passing through the transition section.
【學位授予單位】：西南交通大學
【學位級別】：碩士
【學位授予年份】：2017
【分類號】：U441.7;U270.11

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