中国高速列车气动减阻优化综述

李田; 戴志远; 刘加利; 吴娜; 张卫华

doi:10.19818/j.cnki.1671-1637.2021.01.003

中国高速列车气动减阻优化综述

doi: 10.19818/j.cnki.1671-1637.2021.01.003

1.
西南交通大学牵引动力国家重点实验室，四川成都 610031
2.
中车青岛四方机车车辆股份有限公司，山东青岛 266111
3.
中车长春轨道客车股份有限公司，吉林长春 130062

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

详细信息

作者简介:
李田(1984-)，男，湖南醴陵人，西南交通大学副研究员，工学博士，从事列车空气动力学研究

中图分类号: U271.91
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出版历程
- 收稿日期: 2020-09-14
- 刊出日期: 2021-08-27

Review on aerodynamic drag reduction optimization of high-speed trains in China

1.
State Key Laboratory of Traction Power, Southwest Jiaotong University, Chengdu 610031, Sichuan, China
2.
CRRC Qingdao Sifang Co., Ltd., Qingdao 266111, Shandong, China
3.
CRRC Changchun Railway Vehicles Co., Ltd., Changchun 130062, Jilin, China

Funds:

National Key Research and Development Program of China 2020YFA0710902

Sichuna Science and Technology Program 2019YJ0227

China Postdoctoral Science Foundation 2019M663550

Independent Subject of State Key Laboratory of Traction Power 2019TPL_T02

More Information

Author Bio:
LI Tian(1984-), male, associate professor, PhD, litian2008@home.swjtu.edu.cn

摘要

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。
- 高速列车 /
- 减阻优化 /
- 空气动力学 /
- 气动阻力 /
- 数值模拟
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.
- high-speed train /
- drag reduction and optimization /
- aerodynamics /
- aerodynamic drag /
- numerical simulation

HTML全文

图 1 中国典型高速列车

Figure 1. Typical high-speed trains in China

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图 2 CRH380A列车表面压力分布

Figure 2. Surface pressure distributions of CRH380A train

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图 3 CRH380A列车车体压力与黏性阻力系数

Figure 3. Coefficients of pressure and friction for CRH380A train body

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图 4 高速列车转向架压力分布

Figure 4. Bogie pressure distributions of high-speed train

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图 5 受电弓表面压力分布

Figure 5. Surface pressure distributions of pantograph

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图 6 CRH2、CRH3与CRH380B高速列车惰行试验阻力曲线

Figure 6. Idle running test resistance curves of CRH2, CRH3 and CRH380B high-speed trains

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图 7 高速列车风洞试验

Figure 7. Wind tunnel tests of high-speed train

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图 8 高速列车气动数值模拟结果

Figure 8. Numerical simulation results of aerodynamics for high-speed train

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图 9 高速列车头型

Figure 9. Head models of high-speed train

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图 10 高速列车风挡

Figure 10. Wind-shields of high-speed train

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图 11 受电弓安装形式

Figure 11. Installation forms of pantograph

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图 12 受电弓下沉凹坑模型

Figure 12. Pit models of sinking pantograph

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图 13 仿生结构单元体模型

Figure 13. Bionic structural unit models

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图 14 高速列车车门

Figure 14. High-speed train doors

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图 15 空调导流罩安装位置

Figure 15. Installation locations of air conditioning deflector

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图 16 高速列车多目标气动优化流程

Figure 16. Multi-objective aerodynamic optimization process of high-speed train

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图 17 列车头部流线型控制参数

Figure 17. Control parameters of train head streamline

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图 18 流线型鼻尖凹坑表面

Figure 18. Surface with round pits in streamline nose

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图 19 压差阻力形成与抑制原理

Figure 19. Principle of pressure drag formation and suppression

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图 20 涡流发生器

Figure 20. Vortex generator

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表 1 列车气动阻力研究方法的优缺点

Table 1. Advantages and disadvantages of research methods for train aerodynamic drag

方法	列车要求	平台要求	优点	缺点
惰行试验	实际编组实车	线路、气候环境	测试结果可信度最高; 获得列车运行阻力曲线	受气候环境影响较大; 不能有效指导减阻设计; 试验次数较少
风洞试验	缩比模型列车	高品质风洞	测试结果可信度高	存在缩比尺度和地面效应; 暂无标准模型; 成本较高
数值仿真	计算机辅助设计模型	高性能计算机	计算结果可信度较高; 获取空间流场信息; 成本较低	依赖于试验结果验证; 计算网格及方法等不确定性; 较难准确模拟长大编组列车; 受限于软件版权

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