高速列车流固耦合计算方法及动力学性能研究
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摘要
安全是交通运输的“灵魂”,是速度提高的最重要前提保障。传统的列车空气动力学忽略列车在气动力作用下运行姿态的改变,将气动激励加载到列车动力学模型,进而分析列车的安全运行问题。实际上,列车空气动力学和车辆-轨道耦合动力学是高速铁路大系统动力学中不可分割的两大组成部分,两者是相互耦合、相互影响的。列车流场的变化可能会引起气动力的变化,而在气动力作用下,列车的运行姿态可能会发生改变,进而流场的变化可能会有所加剧,列车运行姿态与空气流场(或列车气动力)的互反馈作用将使空气-列车系统处于特定的耦合振动形态。高速列车流固耦合动力学,即考虑列车在气动作用力下运行姿态的改变,可以更为客观地反映高速列车系统的本质。
针对气动作用下的高速列车运行安全性问题,本文建立了高速列车流固耦合动力学模型及计算方法,对横风环境、风切变环境和沙尘暴环境下的高速列车运行安全性进行了研究。
基于计算流体力学和车辆-轨道耦合动力学理论,建立高速列车流固耦合动力学模型。车辆-轨道耦合动力学模型考虑轮轨接触非线性以及悬挂系统等因素,轨道结构简化为双质量三层弹簧阻尼振动模型,其中双质量包括轨枕和道床,三层结构指的是钢轨、轨枕、道床和路基；流体计算模型采用Navier-Stokes方程和k-e两方程湍流模型。基于有限体积法求解技术以及动网格控制技术,利用ALE方法实现列车与气流之间的相互运动。
利用建立的高速列车流固耦合动力学模型,通过交替求解车辆系统动力学和空气动力学实现了高速列车流固耦合联合仿真计算方法,车辆系统动力学的计算基于列车系统动力学软件Simpack,空气动力学的计算基于空气动力学计算软件Fluent。构建了Fluent和Simpack相结合的联合仿真环境平台,充分发挥各仿真平台的优势并消除在单一平台中进行仿真的局限性。基于空气动力学计算软件Fluent和车辆-轨道耦合动力学自编程序(VTCDP)提出了一种嵌入式的高速列车流固耦合联合仿真计算方法,改善了流固耦合变量通信模式,避免了空气动力学求解器和车辆-轨道耦合动力学求解器之间数据的相互通信,并且避免了车辆-轨道耦合动力学程序计算的等待,有效地节省了计算资源；解决了高速列车流固耦合计算对流体和结构的计算在时间尺度的要求上是不一致的问题。提出了一种基于松弛因子的高速列车流固耦合联合仿真计算方法,通过波动标准差和同步标准差的比较,当λ=0.5时各项气动力的预测值与下一时刻计算得到的气动力之间误差相对较小。
为了快速分析横风环境下高速列车的安全运行问题,提出了计算横风下高速列车流固耦合动力学性能的同步长和异步长平衡状态方法两种方法。比较了平衡状态方法和联合仿真方法两种方法下列车姿态、安全性和舒适性指标的差异,计算结果差别在3.26%以内。研究结果表明：平衡状态方法相比联合仿真方法,能够节约了流体计算迭代步数,异步长平衡状态方法的计算效率最高。考虑耦合效应后,头车气动力(矩)和安全性指标(轮重减载率、脱轨系数、轮轴横向力)均有所恶化。在横风环境下,列车大部分漩涡分离点位于列车表面,而极少部分涡由两个主涡相互挤压而形成；随着偏航角的减小,列车背风侧脱落的主涡数量减少,列车背风侧第一主涡的分离点越来越远离头车鼻尖处。当列车运行速度大于等于300km/h时,采用轮重减载率和轮轴横向力作为安全评估指标计算得到的最高允许风速最小；当列车运行速度小于等于250km/h时,采用轮轴横向力作为安全评估指标计算得到的最高允许风速最小。
针对高速列车的典型风切变问题,研究了不同横风速度下高速列车通过挡风墙的流固耦合动力学,分析了高速列车通过挡风墙的气动力和动力学响应,研究了横风速度对高速列车通过挡风墙的动力学影响,提出了一类具有缓冲装置的挡风墙,能够有效地改善高速列车通过挡风墙的安全性和舒适性。针对具有稳定风速区域的线性风切变问题,提出了一种快速计算高速列车流固耦合动力学的方法——准稳态计算方法,基于此方法分析了不同风切变环境下高速列车的动力学性能,结果表明：相比传统横风环境下高速列车的运行安全域,风切变环境下高速列车的运行安全域变差,环境风下列车的安全域不能仅仅考虑传统的横风环境,即风切变下高速列车运行安全的计算是非常有必要的。
针对沙尘暴环境下的高速列车安全性问题,提出了一种半耦合求解方法,该方法兼顾了计算效率和流固耦合效应两个方面。基于此方法研究了不同沙尘暴环境下高速列车的动力学性能,研究结果表明：列车安全性指标均随着车速的增大而变差,随着沙尘暴强度的增大而变差；轮轴横向力、脱轨系数和轮重减载率出现了超过规定限值的现象,而轮轨垂向力相对较难超标；在沙尘暴环境下,当列车运行速度为350km/h时,最大允许风速仅为9.08m/s；当列车运行速度为300km/h时,最大允许风速仅为15.0m/s。
Safety is the spririt of railway transportation and the most important premise and guarantee to speed up. In the field of traditional train aerodynamics, the change of running attitude of train by the action of aerodynamic forces is neglected. The excitation forces are added to the vehicle dynamics and the running safety is analyzed. In fact, the high-speed train aerodynamics and vehicle-track dynamics, which are inseparable parts of high-speed transportation system, are mutually coupled and influenced. The running attitude of train would be changed by the action of aerodynamic forces and then the running attitude affects the flow field around train. Therefore, the aerodynamic forces of train would change and the train system would be in a particular coupling vibration state under such mutual feedback. High-speed train fluid-structure dynamics considering the change of running attitude of train by the action of fluid forces can reflect the essence of high-speed train system impersonally.
For the running safety issue of high-speed train by the action of aerodynamic forces, the dynamic model of high-speed train fluid-structure was established. Based on the model and approaches, the running safety of high-speed train was analyzed under crossind, wind shear and sandstorm environment. In the computational fluid dynamic model, the Navier-Stokes equation and k-e two equations turbulence model were adopted; the Finite Volume Method (FVM) and moving mesh technique were used. The moving boundary between train and air was dealed with arbitrary Lagrangian-Eulerian (ALE) method.
With the established dynamic model of high-speed train fluid-structure, a co-simulation approach of high-speed train fluid-structure interaction was presented based on the vehicle dynamics software Simpack and computational fluid dynamics software Fluent. The co-simulation platform combined with Fluent and simpack was set up to exert their advantages in separate platform and eliminate the limit with single platform in simulation. Besides, an inserted co-simulation approach of high-speed train fluid-structure interaction was presented. The datum communication of fluid solver and structure solver was avoided by inserting the program of vehicle-track coupling dynamics into the fluid dynamics program. Therefore, the calculation efficiency was improved. Moreover, a co-simulation approach with relaxation factor of high-speed train fluid-structure interaction was presented. By introducing the relaxation factor about load boundary of fluid-structure interface, the fluctuation and convergence of aerodynamic forces were improved. When relaxation factor equaled0.5, the fluctuation and convergence of aerodynamic forces were relative smaller.
For the running safety issue of high-speed train under crosswind environment, two fast and high-efficiency equilibrium state methods were presented. The differences in aerodynamic forces and safety indexes calculated with equilibrium state method, the alternative co-simulation and off-line simulation were compared. It is shown that there is little difference in results calculated with equilibrium state method and alternative co-simulation; however, the calculation efficiency of asynchronous equilibrium state method is highest in all co-simulations. After considering the interaction effect, the aerodynamic forces and safety indexes of head coach were become larger. That's mean the running safety of high-speed train became worse. In the crosswind environment, most of vortexes were shedding from the surface of train and a few vortexes were generated by extruding between two main vortexes. Besides, with the decrease of yaw angle, the number of main vortexes shedding from train lee side decreased and the first main vortex was shedding more far from the nose of head coach. When the running speed of train is more than300km/h, the wheel unloading and wheelset lateral force are chosen as the safety evaluation indexes, which would get the minimum wind velocity allowed maximumly; when the running speed of train is less than250km/h, the wheelset lateral force is chosen as the safety evaluation index, which would get the minimum wind velocity allowed maximumly.
For the running safety issue of high-speed train under typical wind shear environment, dynamics of high-speed train passing the windbreak in crosswind were numerical simulated based on the train aerodynamics and train dynamics. The aerodynamic forces and dynamic responses of high-speed passing the windbreak were analyzed. The dynamics on crosswind velocity were analyzed. Besides, a kind type of windbreak with buffer equipment was advanced, which could improve the safety and comfort effectively when the high-speed train passed the windbreak. For the issue of linear wind shear with a steady region, a fast approach of high-speed train fluid-structure dynamic, namely quasi-steady approach was presented. Based on that approach, the dynamic performances of high-speed train were analyzed under different wind shear environment. It found that the region of safety running speed under wind shear environment is smaller than that under traditional crosswind environment, viz. the running safety becomes worse under wind shear environment.
For the running safety issue of high-speed train under sandstorm environment, a half interaction approach was present with the consideration of calculation effencicy and fluid-structure interaction effect. Based on that approach, the dynamic performances of high-speed train were analyzed under different sandstorm environment. It is concluded that the safety indexes become worse with the incremental of train speed and the intensity of sandstorm. Wheelset lateral force, derailment coefficient and wheel unloading are beyond the allowed values in some cases, besides, the wheel rail vertical force is relative hard to go beyond the allowed values.In the sandstorm environment, when the running speed of train is350km/h, the allowed crosswind velocity is only9.08m/s; when the running speed of train is300km/h, the allowed crosswind velocity is15m/s. Those results should be attracted some relational department's attention.
针对气动作用下的高速列车运行安全性问题,本文建立了高速列车流固耦合动力学模型及计算方法,对横风环境、风切变环境和沙尘暴环境下的高速列车运行安全性进行了研究。
基于计算流体力学和车辆-轨道耦合动力学理论,建立高速列车流固耦合动力学模型。车辆-轨道耦合动力学模型考虑轮轨接触非线性以及悬挂系统等因素,轨道结构简化为双质量三层弹簧阻尼振动模型,其中双质量包括轨枕和道床,三层结构指的是钢轨、轨枕、道床和路基；流体计算模型采用Navier-Stokes方程和k-e两方程湍流模型。基于有限体积法求解技术以及动网格控制技术,利用ALE方法实现列车与气流之间的相互运动。
利用建立的高速列车流固耦合动力学模型,通过交替求解车辆系统动力学和空气动力学实现了高速列车流固耦合联合仿真计算方法,车辆系统动力学的计算基于列车系统动力学软件Simpack,空气动力学的计算基于空气动力学计算软件Fluent。构建了Fluent和Simpack相结合的联合仿真环境平台,充分发挥各仿真平台的优势并消除在单一平台中进行仿真的局限性。基于空气动力学计算软件Fluent和车辆-轨道耦合动力学自编程序(VTCDP)提出了一种嵌入式的高速列车流固耦合联合仿真计算方法,改善了流固耦合变量通信模式,避免了空气动力学求解器和车辆-轨道耦合动力学求解器之间数据的相互通信,并且避免了车辆-轨道耦合动力学程序计算的等待,有效地节省了计算资源；解决了高速列车流固耦合计算对流体和结构的计算在时间尺度的要求上是不一致的问题。提出了一种基于松弛因子的高速列车流固耦合联合仿真计算方法,通过波动标准差和同步标准差的比较,当λ=0.5时各项气动力的预测值与下一时刻计算得到的气动力之间误差相对较小。
为了快速分析横风环境下高速列车的安全运行问题,提出了计算横风下高速列车流固耦合动力学性能的同步长和异步长平衡状态方法两种方法。比较了平衡状态方法和联合仿真方法两种方法下列车姿态、安全性和舒适性指标的差异,计算结果差别在3.26%以内。研究结果表明：平衡状态方法相比联合仿真方法,能够节约了流体计算迭代步数,异步长平衡状态方法的计算效率最高。考虑耦合效应后,头车气动力(矩)和安全性指标(轮重减载率、脱轨系数、轮轴横向力)均有所恶化。在横风环境下,列车大部分漩涡分离点位于列车表面,而极少部分涡由两个主涡相互挤压而形成；随着偏航角的减小,列车背风侧脱落的主涡数量减少,列车背风侧第一主涡的分离点越来越远离头车鼻尖处。当列车运行速度大于等于300km/h时,采用轮重减载率和轮轴横向力作为安全评估指标计算得到的最高允许风速最小；当列车运行速度小于等于250km/h时,采用轮轴横向力作为安全评估指标计算得到的最高允许风速最小。
针对高速列车的典型风切变问题,研究了不同横风速度下高速列车通过挡风墙的流固耦合动力学,分析了高速列车通过挡风墙的气动力和动力学响应,研究了横风速度对高速列车通过挡风墙的动力学影响,提出了一类具有缓冲装置的挡风墙,能够有效地改善高速列车通过挡风墙的安全性和舒适性。针对具有稳定风速区域的线性风切变问题,提出了一种快速计算高速列车流固耦合动力学的方法——准稳态计算方法,基于此方法分析了不同风切变环境下高速列车的动力学性能,结果表明：相比传统横风环境下高速列车的运行安全域,风切变环境下高速列车的运行安全域变差,环境风下列车的安全域不能仅仅考虑传统的横风环境,即风切变下高速列车运行安全的计算是非常有必要的。
针对沙尘暴环境下的高速列车安全性问题,提出了一种半耦合求解方法,该方法兼顾了计算效率和流固耦合效应两个方面。基于此方法研究了不同沙尘暴环境下高速列车的动力学性能,研究结果表明：列车安全性指标均随着车速的增大而变差,随着沙尘暴强度的增大而变差；轮轴横向力、脱轨系数和轮重减载率出现了超过规定限值的现象,而轮轨垂向力相对较难超标；在沙尘暴环境下,当列车运行速度为350km/h时,最大允许风速仅为9.08m/s；当列车运行速度为300km/h时,最大允许风速仅为15.0m/s。
Safety is the spririt of railway transportation and the most important premise and guarantee to speed up. In the field of traditional train aerodynamics, the change of running attitude of train by the action of aerodynamic forces is neglected. The excitation forces are added to the vehicle dynamics and the running safety is analyzed. In fact, the high-speed train aerodynamics and vehicle-track dynamics, which are inseparable parts of high-speed transportation system, are mutually coupled and influenced. The running attitude of train would be changed by the action of aerodynamic forces and then the running attitude affects the flow field around train. Therefore, the aerodynamic forces of train would change and the train system would be in a particular coupling vibration state under such mutual feedback. High-speed train fluid-structure dynamics considering the change of running attitude of train by the action of fluid forces can reflect the essence of high-speed train system impersonally.
For the running safety issue of high-speed train by the action of aerodynamic forces, the dynamic model of high-speed train fluid-structure was established. Based on the model and approaches, the running safety of high-speed train was analyzed under crossind, wind shear and sandstorm environment. In the computational fluid dynamic model, the Navier-Stokes equation and k-e two equations turbulence model were adopted; the Finite Volume Method (FVM) and moving mesh technique were used. The moving boundary between train and air was dealed with arbitrary Lagrangian-Eulerian (ALE) method.
With the established dynamic model of high-speed train fluid-structure, a co-simulation approach of high-speed train fluid-structure interaction was presented based on the vehicle dynamics software Simpack and computational fluid dynamics software Fluent. The co-simulation platform combined with Fluent and simpack was set up to exert their advantages in separate platform and eliminate the limit with single platform in simulation. Besides, an inserted co-simulation approach of high-speed train fluid-structure interaction was presented. The datum communication of fluid solver and structure solver was avoided by inserting the program of vehicle-track coupling dynamics into the fluid dynamics program. Therefore, the calculation efficiency was improved. Moreover, a co-simulation approach with relaxation factor of high-speed train fluid-structure interaction was presented. By introducing the relaxation factor about load boundary of fluid-structure interface, the fluctuation and convergence of aerodynamic forces were improved. When relaxation factor equaled0.5, the fluctuation and convergence of aerodynamic forces were relative smaller.
For the running safety issue of high-speed train under crosswind environment, two fast and high-efficiency equilibrium state methods were presented. The differences in aerodynamic forces and safety indexes calculated with equilibrium state method, the alternative co-simulation and off-line simulation were compared. It is shown that there is little difference in results calculated with equilibrium state method and alternative co-simulation; however, the calculation efficiency of asynchronous equilibrium state method is highest in all co-simulations. After considering the interaction effect, the aerodynamic forces and safety indexes of head coach were become larger. That's mean the running safety of high-speed train became worse. In the crosswind environment, most of vortexes were shedding from the surface of train and a few vortexes were generated by extruding between two main vortexes. Besides, with the decrease of yaw angle, the number of main vortexes shedding from train lee side decreased and the first main vortex was shedding more far from the nose of head coach. When the running speed of train is more than300km/h, the wheel unloading and wheelset lateral force are chosen as the safety evaluation indexes, which would get the minimum wind velocity allowed maximumly; when the running speed of train is less than250km/h, the wheelset lateral force is chosen as the safety evaluation index, which would get the minimum wind velocity allowed maximumly.
For the running safety issue of high-speed train under typical wind shear environment, dynamics of high-speed train passing the windbreak in crosswind were numerical simulated based on the train aerodynamics and train dynamics. The aerodynamic forces and dynamic responses of high-speed passing the windbreak were analyzed. The dynamics on crosswind velocity were analyzed. Besides, a kind type of windbreak with buffer equipment was advanced, which could improve the safety and comfort effectively when the high-speed train passed the windbreak. For the issue of linear wind shear with a steady region, a fast approach of high-speed train fluid-structure dynamic, namely quasi-steady approach was presented. Based on that approach, the dynamic performances of high-speed train were analyzed under different wind shear environment. It found that the region of safety running speed under wind shear environment is smaller than that under traditional crosswind environment, viz. the running safety becomes worse under wind shear environment.
For the running safety issue of high-speed train under sandstorm environment, a half interaction approach was present with the consideration of calculation effencicy and fluid-structure interaction effect. Based on that approach, the dynamic performances of high-speed train were analyzed under different sandstorm environment. It is concluded that the safety indexes become worse with the incremental of train speed and the intensity of sandstorm. Wheelset lateral force, derailment coefficient and wheel unloading are beyond the allowed values in some cases, besides, the wheel rail vertical force is relative hard to go beyond the allowed values.In the sandstorm environment, when the running speed of train is350km/h, the allowed crosswind velocity is only9.08m/s; when the running speed of train is300km/h, the allowed crosswind velocity is15m/s. Those results should be attracted some relational department's attention.
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