基于三维、可压缩、非定常、雷诺时均N-S方程和RNGk-ε两方程湍流模型,根据列车在实际线路中的运行情况,建立了列车-隧道耦合空气动力学模型.将8编组高速列车以350 km/h的速度通过隧道的数值仿真结果与TB/T 3503.3-2018的理论计算结果进行对比,验证了仿真方法的正确性.分析了列车通过隧道时隧道壁面、列车表面和列车内部的压力变化特性,中长隧道内压力波的传播规律,以及压力变化特性与压力波传播规律之间的关系.研究结果表明:在中长隧道的中部,波形发展更为充分,更容易受到同类型压力波的叠加作用.最大正压峰值和最大负压峰值的绝对值分别为2 244和3 517 Pa,均出现在距离隧道入口 500 m处.车内压力变化幅度远小于车外压力,且车内压力波动滞后于车外压力波动,头车的压力波动幅度小于尾车的压力波动幅度,两者相差约30%.
Based on the three-dimensional,compressible,unsteady,Reynolds time-averaged N-S equation and RNG k-ε two-equation turbulence model,the coupled train-tunnel aerodynamic model is established ac-cording to the train operation in the actual line.The numerical simulation results of eight assembled high-speed trains passing through the tunnel at 350 km/h are compared with the theoretical calculation results of TB/T 3503.3-2018,and the correctness of the simulation method is verified.The pressure variation charac-teristics of the tunnel wall,the train surface and the train interior,the propagation law of the pressure wave in the medium and long tunnel,and the relationship between the pressure variation characteristics and the propa-gation law of the pressure wave are analyzed.The results show that in the middle of the medium-length tun-nel,the waveform develops more fully and is more susceptible to the superposition of the same type of pressure waves.The absolute values of the maximum positive pressure peak and the maximum negative pressure peak are 2 244 Pa and 3 517 Pa respectively,and both appear at the distance of 500 m from the tunnel entrance.The variation range of pressure inside the car is much less than the outside pressure,and the fluctuation of pressure inside the car lags behind the fluctuation of pressure outside the car,and the fluctuation range of pressure in the head car is less than the fluctuation range of pressure in the tail car,the difference between the two is about 30%.