| 列车气密性静态泄漏理论模型与计算 |
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| 引用本文： | 李田,戴志远,张继业,张卫华.列车气密性静态泄漏理论模型与计算[J].交通运输工程学报,2020,20(1):150-158. |
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| 作者姓名： | 李田 戴志远 张继业 张卫华 |
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| 作者单位： | 西南交通大学 牵引动力国家重点实验室，四川 成都 610031 |
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| 基金项目： | 中国博士后科学基金;四川省科技计划;国家自然科学基金 |
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| 摘 要： | 基于一维等熵流动理论推导了列车气密性静态泄漏状态方程, 考虑泄漏孔流量系数, 得到了压降泄漏时间和总泄漏时间计算公式; 数值模拟了列车气密性静态泄漏的动态过程, 并研究了长细比分别为1∶1、1∶4、1∶8和1∶16, 车内初始气压分别为6、5、4和3 kPa时, 泄漏孔长细比和车内初始气压对列车气密性的影响。分析结果表明: 在车内空气压力从3.0 kPa下降到0.8 kPa的过程中, 数值仿真和理论公式计算得到的压降时间分别为20.25、20.23 s, 与试验结果的相对误差分别为1.41%和1.51%;当泄漏孔长细比为1∶8和1∶16时, 列车车厢内空气压力下降时程曲线基本一致, 泄漏孔气流流量保持不变; 泄漏过程中泄漏孔的气流速度呈现中间大周围小的分布特征, 这是由泄漏孔壁面的黏滞作用引起的; 根据出口截面的中心速度和质量流率得到泄漏孔流量系数为0.71, 车内初始气压对相同指定压力下降时间的影响不足1%;若压降范围一致, 随着初始气压的增大, 压降时间减小, 压力从4 kPa下降到1 kPa的时间为24.18 s, 从5 kPa下降到2 kPa的时间为19.80 s; 数值仿真得到的压降泄漏时间与理论计算结果的最大相对误差为1.22%, 表明理论模型与数值仿真计算方法可以用于计算列车泄漏面积或气密性。
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| 关 键 词： | 车辆工程 列车气密性 静态泄漏 车内压降 列车空气动力学 |
| 收稿时间： | 2019-08-01 |
Theoretical model and calculation of static leakage for train air tightness |
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| LI Tian,DAI Zhi-yuan,ZHANG Ji-ye,ZHANG Wei-hua.Theoretical model and calculation of static leakage for train air tightness[J].Journal of Traffic and Transportation Engineering,2020,20(1):150-158. |
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| Authors: | LI Tian DAI Zhi-yuan ZHANG Ji-ye ZHANG Wei-hua |
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| Affiliation: | State Key Laboratory of Traction Power, Southwest Jiaotong University, Chengdu 610031, Sichuan, China |
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| Abstract: | Based on the one-dimensional isentropic flow theory, the state equations of static leakage for the train air tightness were derived. The calculation formulas for the leakage time of pressure drop and the total leakage time were obtained considering the flow coefficient of leakage hole. The dynamic process of static leakage for the train air tightness was numerically simulated. The effects of slenderness ratio of leakage hole and the initial air pressure inside the car body on the train air tightness were studied when the slenderness ratios are 1∶1, 1∶4, 1∶8, and 1∶16, and the initial air pressures inside the car body are 6, 5, 4, and 3 kPa, respectively. Analysis result shows that the pressure drop times calculated by the numerical simulation and the theoretical formula are 20.25, 20.23 s, respectively, when the air pressure inside the car body drops from 3.0 kPa to 0.8 kPa, and the relative errors between them and the experimental results are 1.41% and 1.51%, respectively. When the slenderness ratios of leakage hole are 1∶8 and 1∶16, the time history curves of air pressure drop inside the car body are basically the same, and the air flow rate of leakage hole remains unchanged. During the leakage process, the air flow velocity of leakage hole shows the distribution characteristics of large in the middle and small around. This is caused by the viscous effect of leakage hole wall surface. According to the central velocity and mass flow rate at the outlet section, the flow coefficient of leakage hole is 0.71. The effect of initial air pressure inside the car body on the same specified pressure drop time is less than 1%. If the pressure drop range is the same, the pressure drop time decreases with the increase of initial air pressure, the time for the pressure to drop from 4 kPa to 1 kPa is 24.18 s, and the time for the pressure to drop from 5 kPa to 2 kPa is 19.80 s. The maximum relative error between the results of numerical simulation and the theoretical calculation is 1.22%, indicating that the theoretical model and numerical simulation calculation method can be applied to calculate the leakage area or the air tightness of train. |
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