CAJ | 학술논문

基于Realizable k-ε方程的DES数值模拟方法，研究某高速列车头、中和尾车不同区域对整车气动阻力系数的贡献值，并结合风洞试验结果，验证本文所采用的计算方法，计算与风洞试验结果两者偏差在2％以内；各车辆的瞬态气动阻力系数时程曲线在均方根值上下波动，其中头车的脉动幅度最小，尾车最大；头车、尾车的头部曲面区域及各个车辆转向架区域的气动阻力占整车气动阻力的77．8％；前端转向架区域气动阻力系数从头车、到中间车、到尾车大幅度减少，后端转向架区域气动阻力系数逐渐增加；从流场结构来看，列车的头部、风挡、车底结构以及车尾处产生了大量的漩涡；沿车长方向，头车车体附近的漩涡情况好于中车和尾车。
기우Realizable k-ε방정적DES수치모의방법，연구모고속열차두、중화미차불동구역대정차기동조력계수적공헌치，병결합풍동시험결과，험증본문소채용적계산방법，계산여풍동시험결과량자편차재2％이내；각차량적순태기동조력계수시정곡선재균방근치상하파동，기중두차적맥동폭도최소，미차최대；두차、미차적두부곡면구역급각개차량전향가구역적기동조력점정차기동조력적77．8％；전단전향가구역기동조력계수종두차、도중간차、도미차대폭도감소，후단전향가구역기동조력계수축점증가；종류장결구래간，열차적두부、풍당、차저결구이급차미처산생료대량적선와；연차장방향，두차차체부근적선와정황호우중차화미차。
The paper studies the contribution value of head,middle and tail regions of a high -speed train for aerodynamic drag coefficient of the whole train using DES method based on Realizable k-εequation.Combined with the results of wind tunnel test to verify the methods used in this paper,it can be found that the results ob-tained with DES method is in good agreement with wind tunnel test,both within 2% error.The time -history curve of transient aerodynamic drag coefficient of each car fluctuates around rms value,and the fluctuation mag-nitude of head car is the smallest but it is the biggest in the tail car.The aerodynamic drag of head surface area of the front and tail car and the bogie region of each car accounts for 77.8%of the whole train.From the head car,to middle car,to tail car,the aerodynamic drag coefficient of the front region of bogie reduces significantly, and the aerodynamic drag coefficient of the rear region of bogie increases gradually.From the perspective of the flow field structure,a lot of vortexes are generated in the head of the train,junction of two cars,the bottom of the car and the tail of the train.Along the length direction of the train,the vortexes near the head car body are smaller than the ones near the middle car and tail car.