【摘要】 针对600 km/h超导磁浮列车隧道全速运行所引发的强气动效应问题，本研究运用三维非定常流场数值模拟与动力模型试验，系统探究了竖井(位置L、截面尺寸W、高度h)、隧道洞口(截面面积S)及开孔(间距D、边长F)三类辅助设施参数对隧道气动效应的耦合影响机制。重点揭示了上述参数对初始压缩波压力梯度演化与微压波多峰结构的调控规律。结论如下：竖井参数对初始压缩波特性影响显著，波幅与梯度与截面尺寸W呈线性负相关，与位置L呈线性正相关，与高度h呈非线性关系，波幅呈三次多项式趋势，梯度则表现为先增后趋于平缓。当W=8 m、L=50 m、h=20 m时，压缩波幅与梯度均获得显著降低。洞口截面面积S与压缩波梯度呈“U型”关系，在S=210 m~2时取得最大梯度降幅(53.24%)，与开孔参数优化结果(D=15 m, F=3.5 m)的效果相近(53.96%)。就微压波而言，隧道外20 m处波幅与竖井参数L和W呈线性正相关，而h的影响在超过50 m后趋于饱和。洞口参数在S=210 m2或采用优化开孔时，降幅均超过54%。研究进一步指出，洞口附近的微压波呈现稳定的双峰结构：首峰源于列车进洞压缩波，次峰由波出隧道后的进一步压缩形成。开孔位置可实现选择性调控，近洞口开孔主要抑制首峰而对次峰影响甚微；居中布置的开孔则在降低首峰的同时，会使次峰增幅最高达3%。基于上述规律，研究提出优化参数组合：竖井截面尺寸≥8 m、距洞口50 m布置，隧道洞口截面面积取210 m2，并采用15 m间距的开孔布置。该配置可使初始压缩波梯度降低50%以上，研究结果为超导磁浮隧道气动效应的有效控制提供了理论依据。更多还原

【Abstract】 To address the severe aerodynamic effects caused by a 600 km/h superconducting maglev train passing through a tunnel at full speed, this study systematically investigates the coupled influence of auxiliary facility parameters including the shaft(location L, cross sectional dimension W, height h), tunnel portal(cross sectional area S), and openings(spacing D, side length F) on the evolution of tunnel aerodynamic effects. By integrating three dimensional unsteady flow field numerical simulations with a dynamic model testing system, the research notably reveals the regulatory mechanisms of these parameters on the evolution characteristics of the initial compression wave pressure gradient and the multi peak structure of micro-pressure waves. The results show that shaft parameters significantly affect the initial compression wave. Both the wave amplitude and gradient exhibit a linear negative correlation with cross sectional dimension W and a linear positive correlation with location L, while demonstrating a nonlinear relationship with height h, the amplitude follows a cubic polynomial trend, and the gradient initially increases before plateauing. Under the configuration W=8 m, L=50 m, and h=20 m, substantial reductions in both compression wave amplitude and gradient were achieved. The portal cross sectional area S shows a "U-shaped" relationship with the compression wave gradient, with the maximum gradient reduction of 53.24% occurring at S=210 m~2, a result comparable to that achieved with optimized opening parameters(D=15 m, F=3.5 m, 53.96%). Regarding micro-pressure waves, the amplitude measured 20 m from the tunnel exit shows a linear positive correlation with shaft parameters L and W, while the influence of h saturates beyond 50 m. Reductions exceeding 54% were achieved with portal parameters, either at S=210 m~2 or using the optimized opening configuration. Furthermore, micro-pressure waves near the portal exhibit a consistent dual peak structure: the first peak originates from the train entry compression wave, and the second results from further wave compression after tunnel exit. The opening location governs selective peak regulation openings near the portal entrance primarily suppress the first peak with minimal impact on the second, whereas centrally located openings reduce the first peak but can amplify the second by up to 3%. Based on these insights, an optimized parameter configuration is proposed: a shaft with a cross-sectional dimension ≥8 m located 50 m from the portal, a portal cross sectional area of 210 m~2, and openings spaced at 15 m intervals. This configuration can reduce the initial compression wave gradient by over 50%. The results provide a theoretical foundation for controlling aerodynamic effects of superconducting maglev train.更多还原