不同外形列车过隧道实车试验的比较分析

随着列车运行速度的提高，隧道空气动力学问题越来越突出。2005年5月在遂渝线进行了高速列车过隧道试验，对列车和隧道内空气压力变化、隧道内列车风和隧道口微气压波等参数进行了测试。结果表明：隧道内列车风风速与列车运行速度成线性关系，并且与车头和车尾的外形、列车长度、隧道截面面积及其长度等因素有很大关系；隧道壁面压力近似与列车运行速度的平方成正比；同等速度条件下，钝头型的25T提速客车引起的隧道壁面压力变化幅值比流线型动车组的大38．6％；由于双层集装箱列车较高且集装箱间的间距较大，致使同等速度下引起的隧道壁面压力变化最大；隧道入口的压力变化明显大于隧道出口的压力变化，在隧道口附近，三维效应非常明显，且每种车型均不同。因此，将列车和隧道耦合起来设计出合理的隧道和列车截面形状，是减小隧道空气动力学效应的有效途径。

Comparison Analysis of the Full-Scale Train Tests for Trains with Different Shapes Passing Tunnel

With the increase of train speed, the aerodynamics problem in tunnel becomes more and more serious. The first extensive test about high-speed trains entering the tunnel was carried out on Suiyu railway line in May 2005, and such parameters as the air pressure change of train and in tunnel, wind caused by train in tunnel and the micro-pressure wave at the entrance of tunnel, etc. were tested. The results show that the wind speed caused by train is proportional to train speed and is closely dependent on the shape of the end car, the length of the train, and the section area and the length of the tunnel. The pres sure wave of tunnel wall is approximately proportional to the square of the train speed. Under the condition of the same speed, in terms of the amplitude of tunnel wall pressure wave produced by the 25T speedincrease passenger train with blunt nose is 38. 6% larger than that of the EMU with streamlined nose. Because of the shape of the double-stack container train and the large space between two containers, the amplitude of the pressure wave caused by the double-stack container train is the largest under the same speed. The pressure wave of the tunnel portal is larger than that of the exit, and the three dimensional property is very obvious nearby the tunnel mouth and it is not the same for each kind of car. Thus, it is an effective approach to improve the aerodynamic performance in tunnel to design a reasonable shape of the tunnel and the train considering the tunnel and the train together.