Impact of key area optimization on the aerodynamic characteristics of a high-speed train in crosswind

Jiang Jiyun; Liu Tanghong; Wang Xinran; Gao Hongrui; Wang Lei

doi:10.7638/kqdlxxb-2024.0171

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Impact of key area optimization on the aerodynamic characteristics of a high-speed train in crosswind

更新时间：2026-05-28

- Impact of key area optimization on the aerodynamic characteristics of a high-speed train in crosswind
- Vol. 44, Issue 1, Pages: 137-146(2026)
- 作者机构：
  
  1. 中南大学交通运输工程学院，轨道交通安全教育部重点实验室,长沙,410075
  2. 中南大学轨道交通安全关键技术国际合作联合实验室,长沙,410075
  3. 中南大学轨道交通列车安全保障技术国家地方联合工程研究中心,长沙,410075
  4. 中车长春轨道客车股份有限公司,长春,130062
- 作者简介：
- 基金信息：
- DOI：10.7638/kqdlxxb-2024.0171
  CLC： U266.2
- Published：2026
- 稿件说明：
移动端阅览
姜霁芸, 刘堂红, 王鑫然, 等. 关键区域优化对高速列车横风气动特性影响[J]. 空气动力学学报, 2026, 44(1): 137−146.

Jiang Jiyun, Liu Tanghong, Wang Xinran, et al. Impact of key area optimization on the aerodynamic characteristics of a high-speed train in crosswind[J]. 2026, 44(1): 137-146.
姜霁芸, 刘堂红, 王鑫然, 等. 关键区域优化对高速列车横风气动特性影响[J]. 空气动力学学报, 2026, 44(1): 137−146. DOI： 10.7638/kqdlxxb-2024.0171

Jiang Jiyun, Liu Tanghong, Wang Xinran, et al. Impact of key area optimization on the aerodynamic characteristics of a high-speed train in crosswind[J]. 2026, 44(1): 137-146. DOI： 10.7638/kqdlxxb-2024.0171.

摘要

为提高列车高速运行时的性能与能效，减阻设计至关重要。在横风环境中，列车气动特性往往显著恶化，导致气动载荷剧烈波动。为深入探究不同气动外形减阻方案下400 km/h高速列车在横风环境中的适应性，本研究采用基于SST

−

湍流模型的改进延迟分离涡模拟方法，对多种减阻措施下列车的横风气动性能进行数值模拟，并辅以风洞试验验证。研究选取转向架优化与受电弓优化两类典型气动减阻措施，系统分析列车在横风下的气动载荷变化及周围流场演变规律。结果表明：两种减阻措施在横风环境下均表现出显著减阻效果，其中转向架优化工况整车阻力降低66.7%，受电弓优化工况降低20.0%。然而，与基准模型相比，转向架优化使头车背风侧负压幅值明显增大，导致头车横向力增加4.2%，倾覆力矩增加3.7%，中车升力减少7.1%，尾车倾覆力矩增大16.9%。受电弓优化后，背风侧涡发展减缓，远离车体表面的气流速度降低，中车后部及尾车背风侧的高负压区扩大，致使中车横向力增加39.2%，尾车横向力增加111.7%。研究表明，转向架与受电弓的优化设计虽能有效降低气动阻力，但在横风环境下可能恶化列车的气动稳定性。当运行速度处于100～360 km/h之间时，两种优化方案均导致列车临界风速显著下降，运行安全区域受到较大影响。因此，在对高速列车进行减阻优化设计时，除了要考虑在正常环境下的减阻效果外，还必须综合考虑列车在横风环境下的适应性，以确保列车的运行安全。

Abstract

To achieve lightweight and high speed

implementing drag reduction measures on trains is of great importance. However

the aerodynamic effects due to such measures can be amplified under crosswind conditions

leading to increased sensitivity in aerodynamic loads. This study investigates the adaptability of different aerodynamic drag reduction strategies for

a 400 km/h high-speed train in crosswind using improved delayed detached eddy simulation (IDDES) based on the SST

k−ω

turbulence model

complemented by wind tunnel validation. Two common strategies (bogie optimization and pantograph optimization)

were examined to analyze changes in aerodynamic loads and the surrounding flow evolution. Results indicate that both strategies remain effective in the crosswind

reducing total drag by 66.7% with bogie optimization and by 20.0% with pantograph optimization. Compared to the baseline

bogie optimization significantly enhanced the negative pressure on the leeward side of the leading car

rasing its lateral force by 4.2% and overturning moment by 3.7%

while reducing lift on the middle car by 7.1% and increasing the overturning moment on the tail car by 16.9%. Pantograph optimization slowed leeward vortex development and reduced flow velocity away from the train surface. Additionally

the high negative pressure region on the leeward sides of the middle and tail cars expanded

resulting in a lateral force increase of 39.2% for the middle car and 111.7% for the tail car. Although both optimizations notably reduce aerodynamic drag

they may adversely affect crosswind aerodynamic performance. Within the 100−360 km/h operating range

both optimizations reduce the critical wind speed

substantially affecting the safe operating range. Therefore

when designing drag reduction strategies for high-speed trains

it is essential to consider not only drag reduction performance but also crosswind adaptability to ensure operation safety.

关键词

Keywords

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