中文摘要：

采用能真实模拟列车运动的动网格算法计算不同风屏障高度下桥上列车的气动力系数,研究列车周围流场静压分布和速度分布,并与传统静网格计算结果进行对比分析.研究表明：高速列车的侧力系数、升力系数和侧偏力矩系数均随风屏障高度的增加而减小;头车的侧力系数、升力系数、侧偏力矩系数在风屏障高4.0m时分别比没有设置风屏障时减小46％,51％和51％;风屏障使车体迎风侧正压减小50％,车顶负压减小10％;未设置风屏障时,按静网格算法计算所得的列车气动力系数和静压分布与动网格算法吻合较好,但设置风屏障后这2种算法的计算结果差异较大,用静网格算法计算无风屏障时的头车侧力系数比用动网格算法计算的小4％,而当风屏障高4.0m时小41％,可见有风屏障时用动网格算法计算列车气动性能更合理.

英文摘要：

The dynamic mesh algorithm that could simulate the actual moving of train was used to calculate the aerodynamic coefficients of train on bridge with wind barriers of various heights, the static pressure distribution around the train body and velocity magnitude distribution were studied, and the results were compared with that computed by the traditional static mesh algorithm. The results show that the side force coefficient, lift force coefficient and yawing moment coefficient of high-speed train decrease with the increase of the height of wind barriers. When the height of wind barriers is 4.0 m, the side force coefficient, lift force coefficient and yawing moment coefficient of the head train is reduced by 46%, 51% and 51% re spectively than the corresponding results of no wind barriers. The wind barriers lower the positive pressure on windward train body and the negative pressure on train roof by 50% and 10%, respectively. The aerodynamic coefficients of train and the static pressure distribution computed by static mesh algorithm agree well with those obtained by dynamic mesh algorithm when there is no wind barrier, but the results of the two methods are quite different when there are wind barriers. The side force coefficient of the head train computed by static mesh algorithm is only 4% smaller than that obtained by dynamic mesh algorithm when there is no wind barrier, and the side force coefficient is 41% lower when the height of wind barriers is 4.0 m. The dynamic mesh algorithm is more reasonable to calculate the aerodynamic performance of train when there are wind barriers.