The lateral force exerted when two trains pass each other can adversely affect train safety, and this adverse effect becomes more pronounced as the train speed increases. When trains cross paths in tunnels, the aerodynamics differ from those in open lines due to the restrictive nature of tunnel walls. Utilizing the Renormalization Group (RNG) k-ε turbulence model and the “Mosaic” grid method, this research examines changes in aerodynamic load of the train and ride comfort during a intersection at 400 km/h in a tunnel and contrasts this with conditions at 350 km/h. The results indicate that the change in aerodynamic load on each carriage is more pronounced when the head train of the oncoming train passes than when its tail train passes, with the largest variation observed during the passing of both the head and tail trains. This alteration in aerodynamic load is primarily attributed to the air being pushed in the locomotive area and the negative pressure from the vortex structure between trains. When the speed is increased from 350 km/h to 400 km/h, the aerodynamic load on the train increases by approximately 20 % to 40 %, and the acceleration of the head train grows by 20 % to 50 %. The most noticeable decrease in ride comfort is observed in the head train, with the highest increase in the head train’s Overall Vibration Total Value (OVTV), which rises by 30.1 %.

中文翻译：

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当两列高速列车在隧道中相交时，空气动力载荷的突然变化导致乘坐舒适性降低


两列火车相互通过时施加的侧向力会对火车安全产生不利影响，并且这种不利影响会随着火车速度的增加而变得更加明显。当火车在隧道中穿过路径时，由于隧道壁的限制性，空气动力学与明线中的空气动力学不同。利用重整化组 （RNG） k-ε 湍流模型和“马赛克”网格方法，本研究检查了在隧道中以 400 公里/小时的速度交叉时火车的空气动力载荷和乘坐舒适度的变化，并将其与 350 公里/小时时的情况进行对比。结果表明，当迎面而来的列车的前轮通过时，每节车厢上的空气动力载荷变化比其尾轮通过时更明显，在头尾轮通过期间观察到的变化最大。空气动力载荷的这种变化主要归因于机车区域被推入的空气和列车之间涡流结构的负压。当速度从 350 公里/小时增加到 400 公里/小时时，列车上的空气动力载荷增加了大约 20 % 至 40 %，主轮系的加速度增加了 20 % 至 50 %。乘坐舒适性下降最明显的是前轮系，其中前轮系的整体振动总值 （OVTV） 增幅最高，上升了 30.1 %。