高速列车串列升力翼翼型优化设计

王瑞东; 倪章松; 张军; 李树民; 岳怀俊; 余雨晨

doi:10.7638/kqdlxxb-2021.0203

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高速列车串列升力翼翼型优化设计

专栏——高速列车空气动力学研究 | 更新时间：2026-05-28

- 高速列车串列升力翼翼型优化设计
- Optimization design of tandem airfoils on high-speed train
- 空气动力学学报 2022年40卷第2期页码：129-137
- 作者机构：
  
  成都流体动力创新中心,成都,610072
- 作者简介：
  
  王瑞东（1993-），男，四川西昌人，研究实习员，研究方向：工业流体力学. E-mail：739523022@qq.com
  张军*（1983-），副研究员，研究方向：空气动力学及气动声学. E-mail：zjun_nudt@sina.com
- 基金信息：
  
  国家重点研发计划（2020YFA0710901）
- DOI：10.7638/kqdlxxb-2021.0203
  中图分类号： V224;U271.91
- 纸质出版：2022
- 稿件说明：
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王瑞东, 倪章松, 张军, 等. 高速列车串列升力翼翼型优化设计[J]. 空气动力学学报, 2022, 40(2): 129−137.

WANG Ruidong, NI Zhangsong, ZHANG Jun, et al. Optimization design of tandem airfoils on high-speed train[J]. 2022, 40(2): 129-137.
王瑞东, 倪章松, 张军, 等. 高速列车串列升力翼翼型优化设计[J]. 空气动力学学报, 2022, 40(2): 129−137. DOI： 10.7638/kqdlxxb-2021.0203

WANG Ruidong, NI Zhangsong, ZHANG Jun, et al. Optimization design of tandem airfoils on high-speed train[J]. 2022, 40(2): 129-137. DOI： 10.7638/kqdlxxb-2021.0203.

摘要

气动升力协同高速列车是一种通过添加串列升力翼提高列车气动升力，实现高速列车整体能耗和全寿命周期成本下降的创新型高速列车概念。由于升力翼使得列车的净重量下降，车轮与轨道之间的作用程度减弱进而降低了摩擦阻力和车轮的磨损。为减少串列翼之间的气动干扰，在铁路限界约束条件下，基于数值模拟方法，研究了不同壁面距离和攻角下的升力翼气动特性，提出了一种较优的升力翼气动布局，在此基础上开展翼型优化设计。研究结果表明：后翼处在前翼的尾迹区时会存在显著的升力损失，且气动损失随着前翼攻角的增大而增大。通过翼型优化，可以有效改善后翼的气动特性，相比原始翼型，新翼型的升力系数提升了14.06%，升阻比提升了10.71%。

Abstract

High-speed-train wing (HSTW) is a new concept for increasing the aerodynamic lift force via installing tandem airfoils on high-speed trains

which has the potential of reducing the total energy consumption and cost during the life cycle of the train. As the wing adds extra lift to the train

the net weight of the train is reduced

subsequenly the friction drag and the wear of the wheel induced by the wheel-rail interaction are also reduced. In order to reduce the aerodynamic interaction between tandem wings

the aerodynamic characteristics of airfoils with different roof-to-wing distances and angles of attack are studied numerically under the constraint of the railway gauge. A prototype of the aerodynamic configuration is proposed

based on which an optimization design of the airfoil is carried out. The results show that there is a significant lift loss when the back wing is located in the wake region of the front wing

and such an aerodynamic loss increases with the increase of the angle of attack. With the optimization of the airfoil

the lift coeficient and the lift-to-drag ratio of the new airfoil are increased by 14.06% and 10.71%

respectively.

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references

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