【摘要】 本文采用分离涡模拟方法得到了列车周围的详细流动并分析了列车风的影响。基于两种不同的流线型车头长度，对沿车体的时均列车风速度和时均轨旁压力进行了详细的数值比较和机理解释。除了沿车身长度的时均列车风和压力外，还分析了两列列车周围的最大列车风速度和压力峰峰值。结果表明，沿整个列车长度，车头长度影响列车侧面下部和上部区域的列车风速度。然而，除了车头区域外，沿列车长度的车身中间位置，车头长度对列车风速度没有明显的影响。此外，在列车侧面区域，即(y=2～2.5 m,z=2～4 m)和(y=2.5～3.5 m,z=0.2～0.7 m)处，短车头和长车头列车之间的最大列车风速度比率较高；而在列车侧面和上部区域，即(y=1.8～2.6 m和z=1～4 m)和(y=0～2 m和z=3.9～4.8 m)处，短车头和长车头列车之间的压力幅值比率则比较显著。更多还原

【Abstract】 In this work, the flow surrounding the train was obtained using a detached eddy simulation(DES) for slipstream analysis. Two different streamlined nose lengths were investigated: a short nose(4 m) and a long nose(9 m). The time-average slipstream velocity and the time-average slipstream pressure along the car bodies were compared and explained in detail. In addition to the time-averaged values, the maximum velocities and the pressure peak-to-peak values around the two trains were analyzed. The result showed that the nose length affected the slipstream velocity along the entire train length at the lower and upper regions of the side of the train. However, no significant effect was recognized at the middle height of the train along its length, except in the nose region. Moreover, within the train’ s side regions(y=2.0-2.5 m and z=2-4 m) and(y=2.5-3.5 m and z=0.2-0.7 m), the ratio of slipstream velocity Umax between the short and long nose trains was notably higher. This occurrence also manifested at the train’s upper section, specifically where y=0-2.5 m and z=4.2-5.0 m. Similarly, regarding the ratio of maximum pressure peak-to-peak values Cp-pmax, significant regions were observed at the train’ s side(y=1.8-2.6 m and z=1-4 m) and above the train(y=0-2 m and z=3.9-4.8 m).更多还原