Distribution and unsteady characteristics of the temperature and pressure loads acting on the car-body in evacuated tube maglev transport
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摘要: 基于SST
$k-\omega$ 湍流模型和IDDES方法，采用三维数值模型对800 km/h的真空管道磁浮交通系统在雍塞状态（阻塞比为0.3和0.2）和非雍塞状态（阻塞比为0.1）下进行瞬态模拟，得到列车车体热压载荷时均分布特征及其波动特性，并利用跨声速风洞凸块试验数据验证了数值方法的准确性。基于本征正交分解提取流场重要相干结构，识别列车表面载荷非定常较强区域，揭示其时空演化规律。研究结果表明：列车上表面载荷分布特征与拉瓦尔喷管相似，雍塞/非雍塞状态下载荷分布差异主要位于扩张段；列车下表面载荷分布因悬浮架腔体的截面突变而变得复杂，气流突入到第一个悬浮架腔体形成局部滞止点，造成车体压力大幅度振荡，同时热量在列车底部聚集，尾车下洗气流和上洗气流相互作用差异导致了雍塞/非雍塞状态下温度峰值的位置不同；列车表面压力非定常较强区域主要位于底部悬浮架处，且存在14 Hz的特征频率，雍塞状态下尾车激波处也是一个非定常源；中间车、尾车温度载荷一阶模态体现了热量累积过程。Abstract: Based on the SST$k-\omega$ turbulence model and the IDDES method, a three-dimensional numerical model was used to simulate the transient state of an evacuated tube maglev transport system at 800 km/h in the choked (blockage ratio of 0.3 and 0.2) and unchoked (blockage ratio of 0.1) states. The accuracy of the numerical method was verified using transonic wind tunnel bump test data. Additionally, the significant coherent structure of the flow field was extracted based on the proper orthogonal decomposition, the region with the strong unsteady load on the train surface was identified, and its space-time evolution law was revealed. The results show that the load distribution on the upper surface of the train is similar to that of the Laval nozzle, and the difference in load distribution between the chocked/unchoked conditions is mainly in the divergent section. The load distribution on the lower surface of the train becomes complex due to the abrupt change in the cross-section of the bogie cavity. The difference in the interaction between the upwash and downwash flow leads to different locations of the temperature peaks under the choked/unchoked conditions. The strong unsteady pressure region on the train surface is mainly located at the bottom bogie and has a characteristic frequency of 14 Hz. The tail car shock wave is also an unsteady source under choked conditions. The first-order modes of the middle and tail car temperature loads reflect the heat accumulation process. -
图 1 阻塞比与列车速度的临界关系
Figure 1. The critical relationship between blockage ratio and train speed
图 2 真空管道磁浮交通系统几何模型
Figure 2. Geometric model of the evacuated tube maglev transportation system
图 3 计算区域与边界条件示意图
Figure 3. Schematic diagram of the computational domain and boundary conditions
图 5 不同网格密度对列车侧面（z=0.53Htr）平均热压载荷的影响
Figure 5. Effect of different grid densities on the time-averaged temperature and pressure load on the side of the train (z=0.53Htr)
图 6 跨声速风洞试验段模型设置示意图
Figure 6. Schematic drawing of model setup in transonic wind tunnel test section
图 7 上表面压力系数分布对比
Figure 7. Comparison of upper surface pressure coefficient distribution
图 8 不同流动状态下列车表面热压载荷时均分布对比
Figure 8. Comparison of the time-averaged distribution of train surface temperature and pressure load under different flow conditions
图 10 y=0平面时均流线与温度分布
Figure 10. Mean flow velocity streamlines projected on a plane at y=0 colored by temperature
图 11 列车上下表面监控点分布
Figure 11. Distribution of monitoring points on the top and bottom surfaces of the train
图 12 尾车鼻尖监控点P3-1瞬时载荷波动和频域分布
Figure 12. Transient load fluctuations and frequency domain distribution of monitoring point P3-1 at the nose tip of the tail car
图 13 中间车悬浮架腔内监控点P2-3瞬时载荷波动和频域分布
Figure 13. Transient load fluctuations and frequency domain distribution of monitoring point P2-3 at the bogie cavity of the middle car
图 14 尾车热压载荷各阶模态能量占比对比
Figure 14. Comparison of the energy contribution of each mode in the pressure and temperature loads of the tail car
图 19 中间车温度载荷前两阶POD模态
Figure 19. The first two POD modes of middle car temperature load
表 2 用于网格独立性研究的3套网格分辨率
Table 2. Three sets of grid resolutions for grid independence studies
网格方案 最小网格尺寸 y+ 棱柱层数 网格总数 粗 0.0171Htr 1 22 1.42×107 中 0.0132Htr 1 22 2.44×107 细 0.0092Htr 1 26 5.01×107 
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表 3 列车表面监控点压力和温度最值及频域特性统计
Table 3. Statistics of pressure and temperature maxima and frequency domain characteristics at train surface monitoring points
车厢 监控点
序号工况A 工况B 工况C 压力系数 温度 压力系数 温度 压力系数 温度 最大值 最小值 主频
/Hz最大值
/K最小值
/K主频
/Hz最大值 最小值 主频
/Hz最大值
/K最小值
/K主频
/Hz最大值 最小值 主频
/Hz最大值
/K最小值
/K主频
/Hz头车 P1-1 1.98 1.92 0.89 330.38 328.81 0.89 1.57 1.49 0.89 321.64 320.09 0.89 1.29 1.15 0.89 316.30 313.43 0.89 P1-2 0.42 0.17 0.89 318.99 314.42 0.89 0.09 −0.28 0.89 311.63 309.04 0.89 −0.17 −0.41 0.89 305.47 303.84 0.89 P1-3 0.96 0.62 41.83 332.81 325.22 23.14 0.46 −0.01 38.27 321.92 314.32 38.27 0.03 −0.41 8.01 312.68 306.63 16.02 P1-4 0.44 0.15 23.14 338.57 330.56 23.14 0.14 −0.29 38.27 321.92 316.03 38.27 −0.10 −0.42 67.64 319.53 311.49 67.64 中间车 P2-1 −0.02 −0.17 14.24 314.78 311.56 14.24 −0.30 −0.49 0.89 306.97 305.06 0.89 −0.40 −0.48 0.89 303.46 301.34 0.89 P2-2 0.17 0 14.24 362.44 348.61 0.89 −0.09 −0.40 13.35 342.82 335.50 0.89 −0.31 −0.47 14.24 340.51 332.77 0.89 P2-3 −0.01 −0.16 14.24 382.14 354.89 0.89 −0.29 −0.52 0.89 364.70 347.24 0.89 −0.34 −0.48 14.24 370.86 346.76 0.89 尾车 P3-1 −1.36 −2.23 0.89 363.99 288.83 13.35 −0.72 −1.29 0.89 331.24 308.18 3.56 −0.10 −0.29 4.45 328.60 308.59 0.89 P3-2 −0.34 −0.52 14.24 312.42 307.73 14.24 −0.62 −0.71 13.35 305.54 301.72 0.89 −0.44 −0.52 18.69 303.69 301.15 0.89 P3-3 −1.20 −1.27 0.89 354.89 295.41 0.89 −1.07 −1.25 0.89 358.57 293.60 0.89 −0.41 −0.48 0.89 420.87 358.76 0.89 P3-4 −0.25 −0.40 14.24 389.36 348.36 0.89 −0.51 −0.67 15.13 379.84 338.82 0.89 −0.37 −0.51 14.24 390.29 348.19 0.89
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