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基于三维定常可压缩N-S方程和Realizable k-ε双方程湍流模型,采用有限体积法对空气动力制动风翼板气动干扰效应规律进行了研究,结合某高速列车车型,分别对列车安装两排风翼板和三排风翼板两种情况进行研究,在每种情况下通过调整风翼板之间的轴向间距进行多工况对比分析。结果表明:当两排风翼板轴向间距不断增大时,后排风翼板产生的制动阻力逐渐增大,气动干扰效应不断减弱;当两排风翼板的轴向间距小于15 m时,前排风翼板对后排风翼板的气动干扰明显,当两排风翼板轴向间距超过20 m后,气动干扰效应基本消失;在消除前排风翼板对后排风翼板气动干扰的前提下,第2排风翼板产生的制动阻力相对第1排下降明显,第3排风翼板产生的制动阻力相对第2排下降幅度变缓,第2排风翼板和第3排风翼板产生的制动阻力相对第1排均较小。
Based on the three-dimensional steady compressible Navier-Stokes equations and the Realizable k-ε two-equation turbulence model, the finite volume method is used to study the aerodynamic interference effect of the aerodynamic braking airfoil. Combined with a high-speed train model, Wing and three exhaust wing two cases were studied in each case by adjusting the axial spacing between the wind wing comparative analysis of multiple conditions. The results show that the braking resistance increases with the increase of the axial distance between the two exhaust vanes, and the aerodynamic interference effect decreases continuously. When the axial distance between the two exhaust vanes is less than 15 m , The aerodynamic interference of the front exhaust wing on the rear exhaust wing is obvious. When the axial distance between the two exhaust wings exceeds 20 m, the aerodynamic interference effect basically disappears. When eliminating the influence of the front exhaust wing on the rear wing Under the premise of pneumatic interference, the braking resistance produced by the second exhaust vane is obviously lower than that of the first row, the braking resistance of the third exhaust vane slows down relative to the second row, and the second exhaust wing Braking resistance generated by the plate and the third exhaust wing is relatively small relative to the first row.