| 中国高速列车气动减阻优化综述 |
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| 引用本文： | 李田,戴志远,刘加利,吴娜,张卫华.中国高速列车气动减阻优化综述[J].交通运输工程学报,2021,21(1):59-80. |
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| 作者姓名： | 李田 戴志远 刘加利 吴娜 张卫华 |
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| 作者单位： | 1.西南交通大学 牵引动力国家重点实验室，四川 成都 6100312.中车青岛四方机车车辆股份有限公司，山东 青岛 2661113.中车长春轨道客车股份有限公司，吉林 长春 130062 |
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| 基金项目： | 国家重点研发计划项目2020YFA0710902四川省科技计划项目2019YJ0227中国博士后科学基金项目2019M663550牵引动力国家重点实验室自主课题2019TPL_T02 |
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| 摘 要： | 研究了中国高速列车气动减阻优化进展，总结了典型部件的压力分布特性与各部件在列车气动阻力中的贡献占比，评析了惰行试验、风洞试验与数值模拟3种列车气动阻力研究方法，论述了和谐号、复兴号等系列列车头型气动性能的差异，阐述了高速列车头型气动减阻优化方法与技术，梳理了转向架区域、车端连接处、受电弓及导流罩等局部不平顺区域的气动减阻措施，归纳了适用于高速列车的前沿减阻技术。研究结果表明:数值模拟和风洞试验各有优缺点，经过风洞试验有效验证的数值模拟是准确计算列车气动阻力的有效途径; 列车气动阻力中贡献占比的主要部件为头车、尾车、转向架、受电弓与车端连接处; 由于现有高速列车的高度流线化，头型优化较难实现大幅度的减阻，改善转向架区域裙板、设计全包外风挡与优化受电弓和导流罩外形是进一步减阻的有效措施; 减阻降噪、提升运行平稳性和舒适性等多目标优化是列车头型设计的发展趋势，通过直接寻优计算或者代理模型寻优计算能够提高优化效率与降低优化设计成本; 未来应重点研究高速列车的仿生表面微结构、吹吸气流动控制、等离子体减阻与涡流发生器减阻技术，实现中国高速列车的绿色、节能、高速化发展。
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| 关 键 词： | 高速列车 减阻优化 空气动力学 气动阻力 数值模拟 |
| 收稿时间： | 2020-09-14 |
Review on aerodynamic drag reduction optimization of high-speed trains in China |
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| LI Tian,DAI Zhi-yuan,LIU Jia-li,WU Na,ZHANG Wei-hua.Review on aerodynamic drag reduction optimization of high-speed trains in China[J].Journal of Traffic and Transportation Engineering,2021,21(1):59-80. |
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| Authors: | LI Tian DAI Zhi-yuan LIU Jia-li WU Na ZHANG Wei-hua |
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| Affiliation: | 1.State Key Laboratory of Traction Power, Southwest Jiaotong University, Chengdu 610031, Sichuan, China2.CRRC Qingdao Sifang Co., Ltd., Qingdao 266111, Shandong, China3.CRRC Changchun Railway Vehicles Co., Ltd., Changchun 130062, Jilin, China |
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| Abstract: | The progress on aerodynamic drag reduction optimization of high-speed trains in China was studied. The pressure distribution characteristics of typical components and the contribution of each component to the train's aerodynamic drag were summarized. Three research methods for obtaining train aerodynamic drag, including full-scale experiments, wind tunnel tests, and numerical simulations, were evaluated. The differences in aerodynamic performances of train heads of Hexie and Fuxing were discussed. The optimization methods and technologies of aerodynamic drag reduction for high-speed train heads were expounded. The aerodynamic drag reduction measures of bogies, inter-car connections, pantographs, and deflectors were analyzed, and the potential technologies suitable for high-speed train drag reduction were summarized. Analysis results show that there are both advantages and disadvantages of numerical simulation and wind tunnel test, the numerical simulation as validated by the wind tunnel test is an effective means of accurately calculating the aerodynamic drag of the train. The main components contributing to the aerodynamic drag of the train are leading car, trailing car, bogie, pantograph, and inter-car connection. As existing high-speed trains are highly streamlined, achieving further drag reduction by optimizing the head shape is difficult. Optimizing the skirts of the bogie area, incorporating an all-inclusive outer windshield, and optimizing the pantograph and deflector shape are effective measures for further reducing drag. The optimization of multiple objectives including drag and noise reduction and improvements to operational stability and riding comfort are the developmental trends of train head shape design. Through direct optimization calculation or surrogate model optimization calculation, the optimization efficiency can be improved, and the optimization cost can be reduced. In the future, bionic surface microstructure, blowing and suction flow control, plasma drag reduction, and vortex generator technologies should be further studied to achieve green, energy-saving, and rapid development of high-speed trains in China. 1 tab, 20 figs, 109 refs. |
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