【摘要】 为研究风向角对驶出隧道过程中高速列车气动效应的影响，以某型高速动车组列车为研究对象，采用数值模拟方法对隧道内气动压力、列车风风速、流场分布及列车气动荷载进行分析。通过与动模型试验结果进出对比，验证数值模拟方法的准确性。研究结果表明：隧道壁面气动压力峰值及变化幅值最大值出现在隧道内部，且出现位置到隧道出口距离与风向角有关；背风侧气动压力受风向角影响更大，气动压力变化幅值随风向角增大呈现先减小后增大再减小的趋势；出口处列车风风速随风向角增大基本呈现先增大后减小的趋势，30°风向角时列车风风速最大，但迎、背风侧列车风风速峰值出现时刻不同；随着风向角增大，流场分布不对称性增强，列车绕流特性由流线型绕流逐渐过渡到钝体绕流，流动分离点到头车鼻尖的距离呈现先增大后减小最后再增大的变化规律，隧道内流动结构愈加复杂；气动横向力、升力变化幅值随风向角增加呈现先增后减趋势，头车横向力系数最大变化幅值分别是中车、尾车的2.4倍和2.6倍，升力系数最大变化幅值分别是中车、尾车的1.1倍和1.5倍，故保证头车安全是控制整车运行安全的关键；侧风下高速列车驶出隧道情形下的最不利风向角为30°，此时头车发生列车事故风险最高。更多还原

【Abstract】 To study the influence of wind angle(WA) on the aerodynamic effects of the high-speed trains(HSTs)exiting tunnels, a type of HST was taken as the research object, and the tunnel aerodynamic pressure, train wind speed, flow field distribution, and train aerodynamic load were analyzed through numerical simulation. The accuracy of the numerical simulation method was verified by comparing the numerical results with those of the moving model test. The results show that the peak values of aerodynamic pressure and the maximum variation amplitude on the tunnel wall occur inside the tunnel, and the distance from the appearance location to the tunnel exit is related to WA.The leeward aerodynamic pressure is more affected by WA, and the variation amplitude decreases first, then increases and then decreases as the WA increases. Train wind speed at the tunnel exit basically increases and then decreases with the increase of WA. The train wind speed is the largest when the WA is 30°, but the moments of the train wind speed peaks that occurred at the windward and leeward sides are different. As the wind angle increases,the asymmetry of the flow field distribution increases, and the train winding characteristics from the streamlined winding gradually transition to a blunt body winding. The distance of the flow separation point increases first, then decreases and then increases again. The variation amplitudes of side force and lift increase first and then decrease as WA increases. The variation amplitudes of the side force coefficient of the head vehicle(HV) are 2.4 times and 2.6times of those of the middle vehicle(MV) and tail vehicle(TV) respectively, and the variation amplitudes of the lift coefficient are 1.1 times and 1.5 times of those of MV and TV respectively. Therefore, ensuring the safety of the HV is the key to controlling the safety of the vehicle operation. The most unfavorable WA during the HST exiting tunnels under crosswinds is 30°, and the accident risk of the HV is the highest.更多还原