The pressure wave generated by an urban-rail vehicle when passing through a tunnel affects the comfort of passengers and may even cause damage to the train and related tunnel structures. Therefore, controlling the train speed in the tunnel is extremely important. In this study, this problem is investigated numerically in the framework of the standard k-ε two-equation turbulence model. In particular, an eight-car urban rail train passing through a tunnel at different speeds (140, 160, 180 and 200 km/h) is considered. The results show that the maximum aerodynamic drag of the head and tail cars is most affected by the running speed. The pressure at selected measuring points on the windward side of the head car is very high, and the negative pressure at the side window of the driver’s cab of the tail car is also very large. From the head car to the tail car, the pressure at the same height gradually decreases. The positive pressure peak at the head car and the negative pressure peak at the tail car are greatly affected by the speed.

The aerodynamic thermal effect is important for the design of evacuated tube maglev system. Based on Sutherland viscosity equation and SST k-ω turbulence model, the aerodynamic characteristics and aerodynamic thermal effect of three-dimensional compressible subsonic evacuated tube maglev system are numerically simulated. The blockage ratio ranges from 0.1 to 0.4 and the train running speed ranges from 600 km/h to 1000 km/h. The results show that the variation of the surface temperature of the head car and the middle car is similar under different conditions. The surface temperature of the tail car increases obviously due to the generation of rear shock waves, and the amplitude increases with the increment of speed and blockage ratio. Under the condition of choke, the maximum temperature at nose of the tail car is basically linear relationship with the blockage ratio and speed. Shock waves are generated at the streamline of the tail car and the suspension gap. The shock wave in the tube has typical three-dimensional characteristics and periodicity. The shock wave cluster reflected between the track and the tube forms the characteristics of low temperature at the tail and alternating temperature behind the train.