【摘要】 为研究列车在低真空管道内高速运行时面临的激波效应等难题，基于风洞试验采用磁悬浮列车模型测试了管道列车流场出现激波的马赫数及不同马赫数下管道列车出现激波的位置及特征；利用纹影系统拍摄了风洞内管道列车周围流场，深入探讨了管道列车与周围空气之间的相互作用机制和激波现象；采用计算流体力学方法，成功地模拟了管道列车的实际运行情况，并将模拟结果与风洞试验的流场数据进行了比对，发现风洞试验结果与数值计算结果的激波特性一致。研究结果表明：阻塞比为0.112,当马赫数分别为0.5、0.6、0.7时，管道列车流场没有出现激波，当马赫数为0.8时，在管道流场首次出现激波；管道列车激波位置有两处，分别为车肩和车尾位置；气体在列车前端形成流动分离，气流沿车头流经管道和列车中间，横断面减小，马赫数增加，在车肩位置形成声速线，声速线后区域气体密度及压力激增形成激波；气体流经车体与车尾过渡处，横断面增大，马赫数继续增加，在车尾附近形成流动分离，速度减小至声速，气体密度及压力激增形成激波；风洞试验与数值模拟数据吻合，证实了临界马赫数0.8的激波产生阈值。更多还原

【Abstract】 To investigate the challenges faced by high-speed trains operating within low-vacuum tubes, particularly the generation of shock waves, wind tunnel tests were conducted using a magnetic levitation(maglev) train model. These tests identified the Mach number at which shock waves first appear in the flow field of tube train, as well as the positions and characteristics of the shock waves at various Mach numbers. The flow field of tube train in the wind tunnel was captured by using the schlieren system, and the interaction mechanism and shock wave characteristics between the tube train and the surrounding air were deeply explored. The actual operation of the tube train was simulated by using the computational fluid dynamics(CFD) method, and the shock wave characteristics of the wind tunnel test results and numerical calculation results were analyzed. Research results indicate that for a blockage ratio of 0.112, no shock waves occurred in the flow field of tube train when the Mach numbers were 0.5, 0.6, and 0.7. When Mach number is 0.8, shock waves first appeared in the flow field at two distinct locations: near the train shoulder and in the wake region. At the front of the train, flow separation occurs, and the airflow flows along the front of the train through the tube and the middle of the train. The cross-sectional area decreases, the Mach number increases, and a sonic line forms near the shoulder. Downstream of this sonic line, a rapid increase in gas density and pressure leads to shock wave generation. As the airflow continues through the transition between the train body and the tail, the cross-sectional area increases, the Mach number continues to rise, and flow separation occurs near the rear. The flow velocity decreases to sonic speed, resulting in a shock wave due to the sudden increase in gas density and pressure. The numerical calculation cloud map revealed the spatial distribution characteristics of the shock wave and the evolution law of flow separation. The shock wave locations in both at the train shoulder and in the wake, agreed well with the schlieren images from the wind tunnel experiments, confirming that the critical Mach number for shock wave generation is 0.8.更多还原