普速列车与动车组交会过程的车窗安全性研究

Study on Safety of Windows in Intersection of Ordinary Fast Train and EMU

摘要:

随着既有线路上普通快速列车和动车组运行速度的提高,会车时两车之间的气动压力会明显增大;因此,会车压力波给交会的普通快速列车和动车组造成的舒适性和安全性等影响明显加剧;采用基于雷诺时均法(RANS)的RNG k-e二方程的湍流模型仿真计算普通快速列车时速140 km与动车组时速200 km时,明线和隧道两种工况下会车过程的压力波动情况,并用计算得到的车窗处压力从车窗玻璃的静强度、车窗玻璃的动态冲击强度和车窗安装强度三个方面分析了交会过程的车窗安全性;结果表明:明线会车过程两车交会侧车窗受正压和负压的影响,隧道会车过程两车交会侧车窗主要受较大的负压的影响;受压缩波和膨胀波的叠加影响,交会压力波的头波波峰和尾波波谷的波动较小,而头波波谷和尾波波峰的波动较大;在隧道会车时,动车组车窗中心处的负压极值最大值约为明线会车的3.87倍,压力波幅值最大值和最大压力平均变化率较接近；普通快速列车车窗中心处的负压极值最大值约为明线会车的4.25倍,压力波幅值最大值和最大压力平均变化率相差较大;车窗的长宽比越大,安装结构强度越大,安装结构越宽,安装强度越大。

Abstract:

With the increasing of the speed of Ordinary Fast Train and EMU on the existing railway, the pneumatic pressure will be significantly increased when they passed each other. Therefore, the influence to the comfort and safety of ordinary fast train and EMU caused by passing pressure wave will clearly exacerbated. When ordinary fast train with the speed of 140 km/h and EMU with the speed of 200 km/h passed each other, the pressure during the process of rendezvous on open tracks and intersection in the tunnel was simulated and calculated by Reynolds averaged Navier - Stokes equations and RNG k-e equations. Meanwhile, the calculated results was used to analyze the safety of windows from three aspects respectively are the static strength, dynamic impact strength of window glass and window installation strength. Calculation results show that the side windows was effected by the positive and negative pressure when Ordinary Fast Train and EMU intersected on open tracks, it was mainly effected by the negative pressure during the process of rendezvous in the tunnel. By the superposition of the compressed wave and the expansion wave, the trough of the head wave and the peak of the coda wave fluctuate less, while the head wave troughs and tail wave crest of larger fluctuations, the maximal value of negative pressure at the window’s center of the EMU is about 3.87 times that of the open line, and the maximum value of the amplitude of the pressure wave close to the average change rate of the maximum pressure. The maximal value of negative pressure at the center of the window of the Ordinary Fast Train is about 4.25 times that of the intersection on open tracks. There is a larger difference between the maximum value of pressure wave amplitude and the average change rate of maximum pressure. The greater the aspect ratio of the window, the greater the strength of the installation structure, the wider the installation structure, the greater the installation strength.